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SIBERIA  AND 
EASTERN  RUSSIA 
'         Part  4 

WESTERN  SIBERIA  AND 

E  ASTERN,  F?USS!A 


COPY   No 

2      . 


THE  RUSSIAN  ALPHABET. 


Russian 
letters. 

English 

equivalt'uts 

used  in   this  volume. 

Russian 
letters. 

English 
equivalents 
used   in   tbis  volume 

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INDEX   MAP    Of   POUTES   IN   EASTERN   RUSSIA   AND    SIBERIA 


% 


'*'■— "^""-^ 


o 


CONFIDENTIAL 

FOR  OFFICIAL  USE  ONLY 

The  information  given  in  this  publication  is  not  to 
be  communicated,  either  directly  or  indirectly,  to 
any  person  not  duly  authorized   by  the  General  Staff 


SIBERIA  AND  EASTERN  RUSSIA 

PART  IV 

WESTERN  SIBERIA  AND  EASTERN  RUSSIA 


MILITARY  MONOGRAPH  SUBSECTION  M. 
MILITARY  INTELLIGENCE  DIVISION 
GENERAL  STAFF 


THIS  REPORT  CONTAINS  INFORMATION  ON  THIS  SUBJECT 
OBTAINED  BY  THE  GENERAL  STAFF  TO  OCTOBER  1,  1918 


WASHINGTON 

GOVERNMENT  PRINTING  OFFICE 

1918 


War  Department, 

Document  No.  863. 

Office  of  Chief  op  Staff. 


There  are  3,000  copies  of  this  publication. 
This  copy  is  assigned  to 


ADDITIONS  AND   CORRECTIONS. 

INSTBUCTIONS   FOR    USli  OF  BLANK  PAGES    IN    HANDBOOK. 

At  the  end  of  this  book  blank  spaces  are  provided  for  new  or  supple- 
mentary information.  They  are  headed  "Additions  and  Corrections." 
Officers  obtaining  such  information  are  instructed  to  transmit  it  at  once 
to  the  following  address :  Military  Monograph  Subsection,  Military 
Intelligence   Division,  General  Staff,  Washington,  D.  C. 

Officers  should  remember  that  seemingly  small  bits  of  information 
may  be  of  great  value.  For  example,  the  length  of  a  bridge,  the  number 
of  houses  in  a  village,  the  name  of  a  good  guide  are  each  worth  noting 
and   transmitting  to   Washington. 


r)K 


Part  4.— CENTRAL  SIBERIA. 
TABLE  OF  CONTENTS. 

Route  L. — Omsk  to  Chelyabinsk:  Page. 

List  of  stations 7 

General  description H 

Detailed  description 12 

Petropavlovsk 15 

Kurgan 19 

Chelyabinsk 23 

Route  M. — Chelyabinsk  to  Syzran: 

List  of  stations 27 

General  description 34 

Detailed  description 37 

Branch  1 — Poletayevo  to  Kustanai 37 

Troitsk 38 

Verkhne-Uralsk 39 

Miass 40 

Zlatoust 42 

Berdyansh 44 

Vyazovaya.     Branch  to  Tirland 45 

Ufa 49 

Buguruslan 53 

Branch  2 — Krotovka  to  Surgut 54 

Samara 55 

Batraki.     Bridge  over  the  Volga 60 

Syzran 61 

Route  N. — Omsk  to  Vyatka: 

List  of  stations 62 

General  description 69 

Detailed  description 72 

Ishim 74 

Yalutorovsk 76 

3 


797821 


4  TABLE  OF  CONTENTS. 

Route  N.  Omask  to  Vyatka — Continued. 

Detailed  description — Continued.  Page. 

Tyumen 77 

Yekaterinburg 80 

Branch  1 — Bogdanovch  to  Shadrinsk 84 

General  description 84 

Detailed  description 84 

Sinarskaya 84 

Shadrinsk 86 

Branch  2 — Yekaterinburg  to  Irbit 86 

Irbit 87 

Bilimbai '. 89 

Kungur 90 

Perin 92 

Glazov 96 

Vyatka 98 

Route  P— Yekaterinburg  to  Perm  via  Nizhni-Tagil: 

List  of  stations 100 

General  description 104 

Detailed  description 106 

Verkhne-Neivinsk 106 

Xev>Tisk 107 

Post-road,  Neivinsk  to  Verkhne-Tagil ' 108 

Nizhni-Tagil 110 

Biser 112 

Branch  1 — Nizhni-Tagil  to  Alatayevsk 115 

Branch  2 — Goroblagodatskaya  to  Shakhta  via  Na- 

dezhdinski  Verkhoturye 116 

Branch  3 — Chusovskaya  to  Solevarni 119 

Route  Q — Chelyabinsk  to  Yekaterinburg: 

List  of  stations 122 

General  description .• 124 

Detailed  description 124 

Kyshtyn 125 

Mramorskaya 128 

Wagon  Road-^Omsk  to  Perm: 

General  description 131 

Detailed  description 131 


TABLE  OF  CONTENTS.  6 

Routes  in  the  Khirghiz  Steppe:  Page. 

General  description 

Route  W-1 — Petropavlovsk  to  Uspenski  Mine 133 

Detailed  description 137 

Akmolinsk 141 

Karagandy 144 

Spassky 145 

Sara  Su 146 

Uspenski 148 

Route  W-2 — Pavlodar  to  Kar-Karalinsk 150 

Route  W-3 — ^Khak-Chan  to  Akmolinsk  via  Bayandi- 

Kuduk 151 

Route  W-4 — Bayan  to  Aul-Karagandy  Coal  Mine  . . .  151 
Routes  W-5  and  W-6 — Kar-Karalinsk  to  Karagandy 

and  Uspenski 152 

Route  W-7 — Petropavlovsk  to  Jusali 153 

Route  S — Ufa  to  Simbrisk: 

List  of  stations 155 

General  description 157 

Detailed  description 158 

Simbrisk 160 


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Route  L, 

TRANS-SIBERIAN  RAILROAD— OMSK  TO 
CHELYABINSK. 

(495  miles,  746  versts.) 
GENERAL  DESCRIPTION. 

GENERAL  CONDITION. 

Route  L  is  part  of  the  branch  of  the  Trans-Siberian  Railway 
which  runs  to  Moscow.  The  region  througli  whicli  it  passes  is 
one  of  the  great  granaries  and  grazing  fields  of  Siberia.  It  is 
also  as  densely  populated  as  any  other  part.  At  the  western 
end  it  enters  the  mineral  region  of  the  Urals. 

Numeroiis  caravan  routes  from  the  south  join  the  railroad, 
especially  at  Petropavlovsk  and  Kurgan.  In  ordinary  times 
herds  of  cattle,  sheep,  and  horses  are  thus  brought  to  market 
from  the  dry  Kirgliiz  Steppes.  In  1909  there  were  no  less  than 
9,500,000  head  of  mixed  stock  in  western  Siberia,  the  greater 
part  of  which  were  accessible  along  this  route.  Before  the  war, 
the  meat-packing  industry  was  developing  along  modern  lines 
under  British  control,  with  Kurgan  as  the  chief  center.  A  re- 
frigerator railway  service  especially  for  meat  and  butter  was  in 
operation  between  western  Siberia  and  Petrograd  and  othei- 
Baltic  ports.  During  the  war  the  packing  plants  were  operated 
chiefly  for  the  supply  of  the  Russian  Army.  It  would  seem  to 
be  an  easy  matter,  therefore,  to  revive  the  meat  packing  and 
butter  business  to  meet  the  needs  of  a  new  army. 

The  reader  who  would  get  a  good  idea  of  general  conditions 
in  western  Siberia  is  advised  to  read  the  account  (»f  Route  W, 
page  133  ff,  including  the  "  General  Description  "  :ind  the  "  Do 
tailed  Description  "  as  far  as  Akmolinsk. 
CHARACTER  OF  THE  COUNTRY. 

The  route  crosses  a  typical  section  of  the  Siberian  plain.  Only 
river  valleys  and  clumps  of  woods  interrupt  the  level  char- 
acter of  the  region.    Open  prairie  is  common.    This  constitutes 

11 


12  OMSK  TO  CHELYABINSK. 

excellent  wheat  and  grazinj^  lands.     Tlie  soil    is  so  deep  and 
line  that  wheel  transportation  after  rains  is  greatly  hindere<l. 
IMPORTANT  CITIES. 

Omsk  is  one  of  the  most  important  cities  in  Siberia.  Since  it 
has  a  great  barrack  capacity  and  is  a  bu.sy  market  for  supplies  of 
all  kinds,  it  is  fitted  to  serve  as  an  important  base.  It  is  the 
junction  of  the  railroads  to  Moscow  and  Petrograd  and  is  the 
center  of  navigation  on  the  Irtysh  River. 

Petropavlovsk  is  at  the  head  of  navigation  on  the  Ishim  River 
and  is  a  point  upon  which  many  caravan  routes  converge  from 
the  Kirghiz  Steppes  at  tlie  south.  This  city  and  Kurgan  are 
the  most  important  cattle  markets  in  Siberia. 

Kurgan  is  at  the  head  of  navigation  on  the  Tolxil  River  and 
a  great  meat-packing  city. 

Chelyabinsk  lies  at  the  junction  point  of  the  Trans-Siberian 
Railway  with  one  railroad  to  Yekaterinburg  (Route  P)  on  the 
north  and  another  to  Kustani  at  the  southeast.  Express  trains 
from  the  Far  East  often  proceed  by  route  P  to  Petrograd. 

DETAILED  DESCRIPTION. 


Omsk.  From  the  Omsk  station  the  route 
descends  into  the  valley  of  the  Irtysh. 
One  and  a  half  miles  beyond  the  station 
the  Irtysh  River  is  crossed  on  a  high, 
steel  bridge  2,100  feet  long.  It  consists  of 
six  spans  of  3.50  feet  each.  The  embank- 
ment on  the  east  is  68  feet  high,  on  the 
w^est  45.  The  piers  are  laid  on  caissons. 
The  abutments  and  piers  are  made  of 
granite  brought  from  Chelyabinsk.  The 
girders  are  of  open-hearth  steel.  The 
breadth  of  the  river  bed  is  about  2,450 
feet.  Dams  projecting  into  the  river  have 
been  constructed  to  regulate  the  current. 


Distance 

Distance 

from 

from 

Vladi- 

Novo-Niko- 

vostok. 

layevsk. 

3,542  M 

587  V 

388  M 

KAMYSHLOV  LAKES.  13 

Just  beyond  the  bridge  is  a  siding,  called 
Post,  from  which  a  branch  railway  runs 
one-third  of  a  mile  do\ATi  the  Irtysh  t(i 
a  sawmill  .-ind  tie-preserving  plant,  both 
of  which  supply  their  products  to  the  rail- 
way.   Two  flour  mills  stand  near  by. 

For  most  of  the  distance  between  Omsk 
and  Petropavlovsk,  the  next  important 
station,  the  railroad  follows  a  valley  cut 
by  a  river  whose  course  is  now  marked 
by  a  series  of  muddy,  salty  lakes  known 
as  the  Kamyshlov  Lakes.  The  valley 
slowly  drains  toward  the  Irtysh.  but  only 
near  that  river  is  the  drainage  evident 
enough  to  be  called  a  stream.  It  is  kno\\n 
as  the  Kamyshlovskaya  River.  During  the 
summer  the  lakes  are  nearly  dry,  and  their 
bitterness  is  increased.  Then  they  becomo 
covered  with  weeds,  which,  as  they  rot, 
produce  a  repulsive  odor  and  an  unhealth- 
ful  condition.  This  valley  of  lakes  con- 
tains a  series  of  Cossack  settlements  and 
is  ordinarily  occupied  by  Siberian  Cos. 
sack  troops  called  "  the  bitter  line."  The 
valley  is  followed  by  a  post  road. 

3,54.5  M        591  ^'     Kulomzino.       At     this    station     the    Trans- 

392  M         Siberian   Railway  for  Petrograd   diverges 

from     the     Trans-Siberian     Railway    for 

Moscow    by    striking    to    the    northwest. 

Route  L  continues  westward. 

3.571  M  633  V  Marianovka.  Small  station.  Cossack  scttle- 
420  M  nient  of  Burganski  3  miles  at  the  north- 
west. Five  versts  beyond  the  station  the 
railroad  crosses  a  highway.  One  branch 
goes  to  the  south,  the  other  runs  westward 
roughly  parallel  with  the  railroail.    Three 


14  OMSK  TO  CHELYABINSK. 

sidings  before  the  next  station.  At  tlie 
third  siding  or  platform  stop,  Polcrovsl<i, 
tlie  route  crosses  a  noilh-south  road. 
From  Pokrovski  a  road  follf)\\s  the  rail- 
road to  a  point  beyond  the  next  station. 

3,600  M  GT.")  :m  Moskalenki.  The  village  from  which  the  sta- 
448  INI  tiou  is  named  is  several  miles  to  the  south. 
The  level  country  is  covered  with  numerous 
birch  trees.  For  the  next  hundred  miles 
the  country  is  dotted  with  salt  lakes,  some 
of  which  are  good-sized.  Three  sidings  in- 
tervene before  the  next  station  is  reached. 

3,628  M  Tier  Isll-Kul.  The  surrounding  country  is  level 
475  M  yet  well  drained.  Copses  of  birches 
abound.  The  water  supply  is  from  Lake 
Isil-Kul,  li  miles  from  the  station.  In 
winter  the  lake  often  freezes  to  the  bot- 
tom. Twenty  farming  settlements  are 
tributary  to  the  station,  with  a  population 
of  about  10,000.  A  north-south  road  is 
crossed  at  the  station.  The  route  proceeds 
to  the  west.  Roads  are  crossed  at  about 
versts  732  and  749.  Lakes  are  particularly 
numerous.  Four  sidings  or  platform  stops 
intervene. 

3,660  M  765  V  Bulayevo.  Village  of  same  name  near  sta- 
507  M  tion.  Water  supply  is  from  swamps  and 
wells  near  station.  The  i-oute  winds  to  left 
and  right  to  avoid  lakes  and  swamps.  The 
^\agon  road  to  Petropavlovsk  closely  fol- 
lows the  railroad  to  the  next  station. 
Three  sidings  intervene.  Two  roads  come 
in  from  the  south. 

At  about  verst  798  the  highway  to  Petro- 
pavlovsk crosses  the  railroad  and  a  road 
comes  in  from  the  south. 


PETROPAVLOVSK.  15 

3,690  M        81U  V     Tokushi.      Settlement    of    same   name   uear 
537  M         tlie   station.     A  near-by   lake  furnishes   a 
good  water  supply.     Swamps,  lakes,  ami 
birch  woods  are  scattered  between  the  cul- 
tivated tracts.     In  this  vicinity  the  rail- 
way reaches  its  highest  point  between  the 
Irtysh  and  Ishim  Rivers.     The  line  pro- 
ceeds   stright    away    across   flat    laud    to 
Petropavlovsk.    Three  sidings  intervene. 
3,711  M     842  Y     Petropavlovsk.       (Altitude     445     feet.      Popu- 
558  M         latiou     43,000.)      Situated     about     2     miles 
northeast  of  the  station  on  the  right  bank 
of  the  Ishim.    The  city  has  a  medical  station, 
with  a  small  hospital.     The  city  is  built  on 
level  ground,  except  for  a  slight  depression 
on  the   south,  which    was  once  the  bed  of 
the  Ishim  River.    There  are  numerous  groves 
of  large   timber   in   the   outskirts.     In   the 
busine.ss  section  the  buildings  are  partly  of 
stone    and    brick    and    are    close    together. 
Otherwise  the  houses  are  mostly   made  of 
wood,  with  iron  roofs,  and  have  open  spaces 
about  them,  at  least  on  one  side.     The  city 
is  lighted  from  an  electric  power  plant,  which 
also   operates   an    ice   plant.     There   is   no 
sewerage  system,  each  house  having  a  cess- 
pool.   Di'inking  water  is  obtained  from  wells 
and  hauled  to  the  houses  in  wagons.     ( See 
fig.  1.) 

Population. — Unlike  the  other  cities  <if 
western  Siberia,  Petropavlovsk  remains  Asi- 
atic and  is  strongly  Mohammedan.  One- 
third  of  the  people  are  of  that  religion. 
They  include  Tartars.  Bukharans,  Sarts  from 
Tashkent,  and  some  Kirghiz.  The  other 
two-thirds  are  Russians. 


16  OMSK  TO  CHELYABINSK. 


Transportation. — The  city  lies  on  the 
Trans-Sibevian  Railway,  where  routes  from 
the  Kii-^liiz  Steitpes  (Route  W)  most  readily 
convert^e.  The  main  hijiliway  from  these 
grazing  lauds  Is  followe<l  by  a  telegraph  line, 
and  is  much  used  both  by  di-ivers  of  herds 
of  cattle  on  their  way  to  market  and  by 
travelers.  Besides  this  main  southern  high- 
way, several  roads  and  trails  converge  upon 
Petropavlovsk  from  the  north,  east,  and  west. 
At  high  water  the  Ishim  furnishes  water 
navigation  nortliward  to  the  Irtysh  and  Obi. 
(See  fig.   1.) 

Trade. — As  might  be  expected  from  the 
lai-ge  number  of  routes  from  the  south  and 
the  Mohammedan  character  of  the  city. 
Petropavlovsk  carries  on  important  trade 
with  the  dry  grazing  lands  of  the  Kirghiz 
Steppes.  At  two  small  places,  called  Ku- 
yandi  (near  Kakardinsk)  and  At  Bazar 
(Horse  Bazar),  two  or  three  hundred  miles 
south  of  Petropavlovsk,  great  gatherings  are 
held  each  year  by  horse  and  cattle  trading 
Kirghiz  and  other  wanderers  of  the  steppes. 
(See  Route  W,  p.  133.)  Many  horses  are 
brought  from  these  plaOes  to  Petropavlovsk. 
Although  the  war  at  first  drew  heavily  upon 
the  reserve  supply  of  all  except  white  horses, 
the  region  has  now  had  a  few  years  to  re- 
cuperate, so  that  there  should  be  large  num- 
bers still  to  be  had. 

It  is  reported  that  before  the  war  from 
250.000  to  400,000  head  of  cattle  were  annu- 
ally assembled  at  Petropavlovsk.  chiefly  from 
the  steppes  between  the  railroad  and  Turke- 
stan. They  were  then  sent  westward  on  the 
hoof  or  slaughtered  and  shipped  in  refriger- 


PETROPAVLOVSK.  17 

ator  cars,  principally  to  Moscow  juiu  Peti'O- 
grad.  For  a  time  the  war  naturally  speeded 
up  the  city's  trade  in  cattle.  Now  that  the 
Russian  revolution  has  cut  the  trade  to  prac- 
tically nothiii;?  for  nearly  two  years,  the  cat- 
tle regions  sliould  have  a  renewed  supply. 

Besides  animals  and  animal  products,  such 
as  butter,  hides,  and  wool,  the  city  exports 
hay,  wheat,  oats,  and  copper. 

ManufacUiring. — The  other  industries  de- 
pend upon  the  cattle  trade.  Slaughtering  is 
the  chief  of  these.  Close  to  tlie  railroad 
and  not  far  from  the  city  the  Union  Cold 
Storage  Co.  has  a  new  meat-packing  plant. 
Tannorie.s,  tallow  works,  wool  washeries,  and 
gut  factories  are  all  important.  No  less  than 
50  plants  in  town  use  animal  products. 
Most  of  these,  however,  are  small,  but  there 
is  one  large  steam  flour  mill. 

Barracks.— In  August.  1916,  about  10,000 
soldiers  were  quartered  in  Petropavlov.sk 
during  their  period  of  training.  Tliey  were 
housed  in  various  buildings,  including  dwell- 
ing houses  and  some  barracks  one-fourth  mile 
southeast  of  the  city.  The  barracks  are  said 
to  consist  of  a  building  about  50  by  250  feet 
in  size. 

From  Petropavlovsk  tlie  railroad  descends 
the  i-ight  bank  of  the  Ishim  and  crosses  the 
river  on  a  steel  bridge  of  four  si)ans,  two  of 
SoO  feet  and  two  of  70  feet.  Three  piers  are 
laid  on  caissons.  The  abutments  have  con- 
crete foundations.  The  route  then  ascends 
the  left  bank  of  the  Ishim.  At  about  verst 
856  the  road  from  Petropavlovsk  to  the  south 
and  west  is  crossed.  At  about  verst  807  the 
87569— 18— PT  4 2 


18  OMSK  TO  CHELYABINSK. 

boundary  is  crossed  separating  the  Alimo- 
linslc  territory  from  the  I'etropavlovsk  dis- 
trict. 

Four  sidings  intervene  before  the  next 
station  is  reached. 
3,739  M         884  V     Mamlyutka.     (Population  40<J.  i     The  village 
586  M         is  close  to  the  station.     Drinkinji;  water  is 
bad.     There  are  10  settlements  within  ~> 
miles  of  the  station.     The  freight  exports 
amount  to  1,300  tons  of  grain  per  j'ear. 
The  line  bends  gradually  toward  the  north- 
west and  passes  over  flat  country  that  is 
at  times  swampy.    Three  sidings. 
3,667  M         i)26  V     Pyetukhovo.     Pyetukhovo  village  is  4  miles 
614  M        from  station.     The  household  water  comes 
from   a   neighboring   lake   and   is  bad   in 
winter.     About  8,000  people  use  the  sta 
tion.     Nine   thousand   tons   of   grain   art- 
exported    annually.      Several    butter   fac- 
tories near  by  have  an  annual  output  of 
90  tons.     A  medical   station  is  available. 
The    railroad    passes    through    a    slightly 
higher  and  drier  region.    Three  sidings. 
3,796  M         970  V     Makushino.      Railroad    restaurant,    midway 
643  M        from  Petropavlovsk  to  Kurgan.     The  vil- 
lage   lies    three-fourths    mile    from    the 
station.      (Population  1,300.)     The  water 
supply  is  from  the  shallow  Lake  Maku- 
shino.    In  winter  when  it  freezes  to  the 
bottom,  melted  ice  is  the  sole  source  of 
supply.    About  20,000  people  are  tributary 
to   the   station   and  export   a   surplus   of 
10,000  tons  of  grain.    Four  sidings  between 
this  and  the  next  station. 
3,825  M     1.014  ^'     Lebyazya.     Lebyazya   village   4   miles   from 
station.     (Population  1,700.)     Water  sup- 
plj'    poor,    due   to   shallowness   of   wells. 


KURGAN.  10 

There  are  3,800  people  tribute  ry  to  the 
station.  Export  grain  amounts  to  9,000 
tons  annually,  and  export  butter  to  3G0 
tons.  Three  sidings  between  this  and  the 
next  station.  At  about  verst  1050  the 
line  reaches  its  highest  point  on  the  water- 
slied  between  the  Ishini  and  Tobol  Rivers. 
3,853  M  1,056  V  Vargashi.  Vargashi  village  3  miles  from  the 
700 IVI  station.  Young  birch  trees  are  numer- 
ous. Surrounding  country  is  level  and 
well  drained.  Grain  export  is  about  200 
tons  annually.  The  route  very  gradually 
descends  to  the  west.  At  about  verst  lOGG 
the  Utyak  Iliver  is  crossed  on  a  70-foot 
bridge.  At  about  verst  1086  the  Tobol 
Kiver  is  crossed  on  a  steel  bridge  of  six 
spans;  four  of  350  feet  each  and  two  of 
70  feet.  A  roadway  is  carried  on  its  lower 
chords.  The  height  of  the  embankment  is 
30  feet  on  the  west  and  3.200  on  the  east. 
The  five  piers  are  laid  on  caissons,  while 
the  abutments  of  the  retaining  wall  are 
supported  on  piles.  Bridge  girders  are 
semiparabolic.  Fig.  2. 
3,871  M  1,092  V  Kurgan.  Altitude,  260  feet.  Pojjulation, 
724  M  25,000.  Railroad  restaurant.  The  town 
of  Kui-gan  lies  1  mile  south  of  the  station 
on  the  right  bank  of  the  Tobol  River,  on  a 
level,  grassy  tract.  It  has  many  substan- 
tial l)uildings.  a  public  library,  and  a 
botanicaj  garden,  but  is  otherwi.se  a  typical 
Siberian  city.     (8ee  fig.  3.)     Fig.  4. 

iitrate<jie  importance. — 3.  Located  at  the 
head  of  steam  navigation  on  the  Tobol 
River. 

2.  A  junction  point  of  roads  from  the 
grazing  regions  on  the  south,  from  Ishim 


20  OMSK   TO   CHELYBINSK. 


on  the  east,  from  Shadrinsk,  Yalutorovsk, 
smd  Tyumen  at  the  north,  and  from  Che- 
liabinsk  at  the  west.  A  railroad  is  pro- 
jected to  Shadrinsk. 

Military  facilities  —  BanackH.  —  Two 
hirjre  flour  mills  and  some  warehouses  bc- 
lonjrins  to  the  Union  Cold  Storage  Co. 
would  be  available  for  quartering  soldiers. 

Camp  sites. — A  possible  site  is  on  the 
lands  belonging  to  Sniolin  Bros. 

Repairs. — The  railroad  shops. 

Transport. — A  few  horses  might  be  avail- 
able. 

Aeroplanes  huifUnn  place. — The  fair 
grounds. 

Hospitals. — Fairly  good. 

Food. — The  vicinity  of  Kurgan  is  a  good 
dairy  region.  Owing  to  the  large  pasture 
lands,  as  well  as  the  grain-growing  tracts, 
there  would  be  no  question  of  supplies. 
The  Ural  region  draws  its  supplies  chiefly 
from  this  section  (which  extends  as  far 
east  as  Is'ovo-Nikolayevsk).  In  Kurgan,  as 
well  as  in  Petropavlovsk,  the  facilities  for 
obtaining  pork  and  mutton  are  especially 
good.  The  Union  Cold  Storage  Co.  has  a 
large  canning  establishment  there,  which 
supplied  the  Russian  Army  with  "  bully 
beef." 

Fuel. — Cordwood.  Some  coal  from 
Urals. 

Health. — (Uiod  quality  of  water  from 
Ishini  River,  which  is  carried  to  the  houses 
in  barrels.  No  sewerage  system.  Health 
conditions  good. 

Trade. — Kurgan  contains  i-epreseutatives 
of  several  English  firms.     It  sends  west- 


KUHGAN.  81 

ward  great  quantities  of  butter.  Other  ex- 
ports are  grain,  meat,  tallow,  hides,  game, 
and  fish.  Many  cattle  are  purchased 
through  Petropavlovsk. 

Navigation  on  the  Tobol  i.s  hi  small  ves- 
sels because  of  the  shallowness,  and  is  car- 
ried on  with  some  diflifulty  because  of  the 
sinuous  channel. 

From  Kurgan  the  route  crosses  the  road 
from  the  south,  rises  out  of  the  valley  of 
the  Tobol,  passes  a  pond  on  the  right,  and 
runs  due  west  across  the  flat  land.  Be- 
tween Kurgan  and  the  next  station  there 
are  four  sidings  whose  respective  loca- 
tions are  approximately  at  versts  1097, 
1103,  1109.  and  1118.  The  line  passes  from 
the  Province  of  Tobolsk  into  that  of  Oren- 
burg just  before  the  next  station  is 
reached. 

3.900  M  1,127  V  Zyiyanka.  (Population,  200.")  Located  in  the 
747  M  center  of  a  farming  region  which  raises 
rye,  wheat,  oats,  peas,  hemp  seed,  flaxseed, 
and  sugar  beets.  In  the  vicinity  of  the 
station  there  are  six  settlements  with  a 
combined  population  of  about  4,000.  The 
annual  export  of  farm  products  is  about 
.■3,000  tons.  There  is  a  beet-sugar  factory 
in  the  neighborhood.  Near  by  there  is  a 
forest  of  Norwegian  pines  and  birches 
which  has  long  been  drawn  upon  for  rail- 
Avay  fuel  and  ties.  Sidings  at  about  verst 
1134.  At  about  verst  1137  the  line  passes 
from  the  Province  of  Tobolsk  into  that  of 
Orenburg. 

3.912  M      1,145  V     Yurgamysh.     Settlement  round  station  with 
759  M        about  400  population.     A  road  with  far- 
reaching  connections  runs  through  the  town 


22  OMSK  TO   CHELYBINSK. 

from  north  to  south.  It  is  estimated  that 
7,000  people  live  within  a  radius  of  5  miles 
from  the  station.  The  community  supports 
several  steam  grain  mills  and  butter  es- 
tablishments. Thirty  thousand  tons  of 
grain  are  annually  forwarded  from  this 
.  station  to  European  markets. 

The  route  continues  through  a  dry,  level 
country  with  scattered  birch  copses.  Sid- 
ing at  about  verst  1160,  and  another  verst 
1172. 
H.08?,  M  1.177  \'  Myshkino.  (  Population.  LWO.)  Much  of  the 
780  M  surrounding  country  is  cultivated,  and 
the  yield  is  heavy.  The  station  is  reported 
to  send  away  50.000  tons  of  grain  annu- 
ally. There  are  several  steam  flour  mills 
in  the  vicinity.  Stockyards  at  this  point 
collect  cattle  from  the  surrounding  region 
and  ship  them  westward.  Three  sidings 
intervene  before  the  next  station. 
B.OoDM  1.210  V  Shumikha.  (.\ltitude.  ."80  feet:  popula- 
806  M  tiou,  800.)  Railroad  re.staurant.  Arte- 
sian wells  are  the  source  of  the  water 
supply.  The  water  is  slightly  'brownish 
and  contains  lime.  About  40.00<»  pe'jple 
north  and  south  of  the  railroad  use  the 
station  for  freight  shipments.  No  less 
than  40,000  tons  of  grain  are  shipped  west- 
ward annually.  This  section  is  one  of  the 
richest  farming  regions  in  Siberia.  Rye, 
wheat,  oats,  and  peas  are  the  favorite 
crops. 

Railroad  runs  through  ravines  of  the 
Tuknian  and  crosses  the  River  Kanienka 
by  a  lOo-foot  bridge.  Three  sidings  are 
passed  and  a  road  crossed. 


1.2S1  V 

849  M 

1.292  V 

857  M 

CHELYABINSK.  28 

3,982  M  1,250  V  Chumlyak.  (Altitude,  560  feet.)  Village  of 
S29  M  same  name  8  miles  from  station.  Popu- 
lation, 2,000.  Station  has  important  grain 
shipments.  Two  sidings  are  passed  be- 
fore the  next  station.  The  line  runs 
through  a  region  generally  wooded  and  at 
times  swampy. 

4.U02  M  1.2S1  V  Kayasan.  Small  station.  Beyond  it  the 
Chumlyak  River  is  crossed  by  a  70-foot 
bridge. 

4,009  M  1.292  V  Chernyavskaya.  Located  in  a  flat,  swampy 
district  covered  with  young  birch.  A  farm- 
ing tract,  with  5,000  inhabitants,  lies 
tributary  to  this  station.  The  water  is 
especially  unhealthful  in  this  vicinity. 
Sliallow  lakes  are  comnifin.  The  line  now 
departs  from  its  former  straight-away 
course  as  the  region  is  less  flat.  Five  sid- 
ings or  platform  stops  are  passed  before 
Chelyabinsk  is  reached. 

4,037  M  1,333  V  Chelyabinsk.  (Altitude,  760  feet;  popula- 
884  M  tiou,  70,000. )  Unfortified.  The  city  is  2i 
miles  from  the  station  on  the  Miass  River. 
Near  the  station  are  large  wooden  barracks 
(capacity  40,000  to  50,000  men),  built  for 
use  during  the  Russo-Japanese  War,  1904-5. 
(See  fig.  5.) 

Character. — Although  Chelyal)insk  is  the 
largest  and  richest  city  in  the  Province  of 
Orenburg,  the  city  is  not  progressive  in  its 
appearance.  The  streets  are  unu.^ually 
broad  and  sti-aight,  but  as  only  a  few  of 
the  main  streets  are  pave<l.  the  side  streets 
are  bog  holes  in  the  rainy  season  and  dusty 
in  the  dry  season.  Wooden  sidewalks. 
The  streets  are  dirty,  the  houses  ill  kept, 
and  the  hotels  poor. 


24  OMSK  TO  CHELYABINSK. 


Military  imporUmce. — The  military  value 
of  Chelyabinsk  lies  in  the  transportation 
routes  which  converge  upon  the  city  and  in 
the  mineral  deposits  of  the  vicinity.  Beside^ 
the  direct  railroad  between  ^loscow  and 
Omsk  (Routes  L  and  M)  there  is  another  to 
Petrograd  via  Yekaterinlnirg.  and  still  an- 
other to  Kustanai  and  Troitsk  at  the  south- 
east. There  are  also  roads  from  the  north, 
east,  and  west. 

The  mineral  deposits  include  important 
iron  and  gold  mines  in  the  Urals  at  the  west, 
reached  by  Route  M  and  described  in  con- 
nection with  that  route  in  this  handbook, 
and  a  coal  mine  10  miles  distant  from  th<^ 
city.  The  only  means  available  for  trans- 
porting the  coal  are  wagons,  but  a  railway 
line  is  under  construction.  The  coal  lies  in 
solid  beds  near  the  surface  of  the  gi-ound,  so 
that  it  is  mined  by  the  open-pit  method. 
Shafts,  however,  will  probably  be  built  as 
the  works  develop.  The  output  resembles 
cannel  coal,  but  it  has  a  lower  ignition  point 
than  that  variety.  It  is  of  poor  quality  and 
is  not  suitable  for  locomotives. 

Military  facilities. — Besides  the  barracks 
mentioned  above  there  is  a  good  camp  site 
on  high  ground  between  the  railroad  station 
and  the  town.  The  suitability  of  this  site 
depends  on  the  fact  that  the  city  aqueduct 
passes  close  by.  Recent  reports,  however, 
indicate  that  at  the  present  time  the  city 
water  system  is  not  in  woi-king  order.  For 
transport  no  motor  trucks  or  gasoline 
launches  are  a^'ailable  nor  are  there  any 
gasoline  supplies  on  hand.  During  the  revo- 
lutionary period  great  numbers  of  transport 


CHELYABINSK.  25 

animals  were  killed  for  food.  Be.sides  tlu- 
large  railway  shops  there  is  a  repair  shoj* 
for  agricultural  machinery.  As  the  country 
is  flat  many  good  sites  for  aeroplane  land- 
ings may  be  found.  Hospital  facilities  are 
good. 

Communications. — Besides  the  railway 
communications  mentioned  above,  water 
transportation  is  available.  The  River 
Miass  can  be  navigated  by  shallow  draft 
barges.  The  country  roads  in  this  region 
are  fairly  good  even  for  automobiles.  A 
good  motor  road  connects  the  city  with 
Orenburg.  The  Government  telegraph  and 
telephone  systems  are  good. 

Inhabitants. — Kirghiz  of  Tartar  origin 
with  some  Great  Russians.  The  intelligent 
classes  are  friendly  and  the  others,  though 
poor  as  laborers,  are  tractable. 

Food. — Being  close  to  the  agricultural 
regions  in  the  neighborhood  of  Kurgan,  food 
is  cheaper  and  better  than  at  Yekaterin- 
burg. 

Fuel. — Cordwood  is  used  for  fuel,  but  the 
supply  is  limited  and  it  is  therefore  very 
expensive.  The  new  coal  field  recently  dis- 
covered lying  just  east  of  the  city  will  re- 
lieve the  situation.  In  the  past  coal  was 
procured  fi-om  the  Orenburg  mines. 

Health. — Since  the  water  system  installed 
four  years  ago  Is  not  now  in  working  order, 
water  of  poor  quality  is  procured  directly 
from  the  river.  There  is  no  sewerage  sys- 
tem. Sewage  is  carried  out  of  the  city  and 
dumped  into  pits.  Consequently  health  con- 
ditions are  very  poor. 


26  OMSK  TO  CHELABINSK. 


Indnstriea  and  trade. — FarinlnKand  flour 
milling  are  the  chief  industries.  Their  raw 
materials,  hides,  and  grain  are  contributed 
by  the  important  farming  region  which  sur- 
rounds the  city.  A  grain  elevator  near  the 
station  has  a  capacity  of  9,000  tons.  Chelya- 
binsk returns  to  the  farms  agricultural  im- 
plements. For  storing  these  it  has  large 
warehouses.  Two  of  these  are  American 
owned  and  ordinarily  hold  products  from 
the  International  Harvester  Co.  and  the 
Moline  Plow  Co.  About  80,000  head  of  cat  - 
tie  pass  thi'ough  the  stockyards  annuall.\. 
About  600,000  tons  of  farm  products  are 
ordinarily  sent  westward  each  year. 


il 


27 


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28 


CHELYABINSK  TO  SYZRAN. 


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CHELYABINSK  TO  SYZRAN. 


29 


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30 


CHELYABINSK  TO  SYZRAN. 


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CHELYABINSK  TO  SYZRAN. 


81 


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CHELYABINSK    TO    SYZRAN. 


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33 


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Route  M. 

RAILROAD— CHELYABINSK  TO  SYZRAN. 

GENERAL  DESCRIPTION. 

MILITARY  VALUE. 

The  railroad  from  Chelyabinsk  to  Syzran  is  of  military  im- 
portance for  the  following  reasons:  First,  it  constitutes  a 
section  of  the  most  direct  route  from  Siberia  to  Moscow.  Second, 
it  passes  through  a  section  of  the  Urals  particularly  rich  in  iron 
aud  copper  deposits.  Moi'eover,  the  deposits  are  extensively 
worked  and  the  metals  manufactured  into  finished  products 
within  the  region  traversed  by  this  route.  Third,  this  route  is 
one  of  two  which  must  be  used  as  supply  lines  if  a  battle  front 
is  maintaint'd  along  the  ^'(»Iga  or  farther  west.  Fourth,  the 
region  traversed  by  the  route  ordinarily  has  .•>  great  surplus  of 
food  products,  especially  cereals  and  animals.  The  surplus  of 
cereals  usually  exi)orted  varies  from  7  to  21  bushels  i)er  inhabi- 
tant. Fifth,  this  is  the  .shortest  railway  route  from  Siberia  to 
Turkestan. 
STRATEGIC  CENTERS.     In  order  from  east  to  west. 

Chelyabinsk.     (Population,  70.(100.)     Treated  in  Iloute  I.. 

Zlatoust.  (Pop»l:^tion.  34.000.)  The  value  of  Zlatoust  as  a 
strategic  center  lies  in  the  highly  productive  iron  mines  of  the 
neighborhood,  aud  the  iron  manufjicturiug  upon  which  tlie  town 
thrives.  The  most  important  manufacturing  from  the  military 
viewpoint  is  carried  on  in  the  Government  arsenal,  where  side 
arms,  bayonets,  guns,  rifles,  machine  guns,  and  other  weapons 
are  made. 

Ufa.  (Population,  106,000.)  The  strategic  imi»ortance  of 
Ufa  arises  from  its  location  at  the  .iunction  of  three  railways  ami 
four  important  roads.  One  railway  comes  from  the  east,  another 
from  the  west,  and  the  third  from  the  southwest.  Of  the  four 
roads,  one  comes  from  the  east,  paralleling  the  Trans-Siberian 
Railway  and  meets  the  one  from  the  southwest,  which  also  paral- 
lels that  railroad.  These  two  constitute  the  Great  Trans- 
34 


TERRAIN.  36 

Siberian  Highway.  Tlie  other  two  come  from  the  north  and 
.soutli  from  important  towns.  Ufa  also  has  large  iron  and 
copper  works. 

Samara.  (Population,  144,000.)  Samara  is  the  largest  cen- 
ter on  this  route  and  the  most  important  strategically.  Five 
first-class  lines  of  transportation  converge  upon  the  city ;  a 
direct  railroad  from  Moscow,  another  from  Vladivostok,  and  a 
lliird  from  Turkestan.  The  fourth  first-class  route  is  up  the 
navigable  Volga,  and  the  fifth  is  down  the  Volga.  Samara  is 
considered  the  best  port  on  that  river.  Another  phase  of  the 
military  importance  of  the  city  is  the  many  military  con- 
veniences it  possesses.  A  large  force  may  be  accommodated 
with  detraining  and  entraining  convenience.s,  barracks,  drill 
grounds,  hospitals,  etc.  i' 

Syzran.  (Population.  48,000.)  Like  Samara,  Syzran  enjoys 
navigation  on  the  Volga,  but  it  lacks  a  good  site  for  a  port.  Be- 
sides the  railway  from  the  east,  it  has  two  railways  from 
JMoscow.  As  the  keeper  of  the  Alexander  Bridge  across  the 
Volga,  Syzran  is  of  high  military  importance. 
TERRAIN. 

onc-fiflh  of  the  route  is  through  a  rugged  section  of  the 
Ural  Mountains.  Along  this  section  many  of  the  slopes  are 
steep  and  flie  valleys  narrow.  A  few  heights,  such  as  IJrenga 
(a  ridge  near  Zlatoust),  I'each  beyond  the  tree  line,  but  in 
general  the  nu>untaius  and  their  foothills  are  naturally  well 
wooded. 

The  other  four-fifths  of  the  route,  including  a  short  section 
between  Clielyabinsk  and  the  Urals,  are  made  up  of  a  plain, 
below  which  rivers  have  cut  deep  valleys.  From  the  bottom 
of  one  of  the  deep  valleys  the  terrain  above  may  seem  almost 
mountainous,  so  long  are  the  slopes  and  so  rugged  does  the  region 
appear.  But  when  viewed  from  the  summit  of  one  of  the  flat- 
topi)ed  liills.  it  is  apparent  that  the  flat  tops  of  the  hills  all  lie 
in  the  same  plane.  The  hilltops  are  a  thousan<i  feet  above  sea 
level  near  the  Urals,  whereas  they  are  only  a  few  hundred  near 
Samara.     (Photos  Nos.  6  and  7.) 


36  CHELYABINSK    TO    SYZRAN. 

SOIL  AND  AGRICULTURE. 

A  thick  Inyer  of  black  earth  covers  most  of  the  region  tra- 
versed by  this  route ;  hence  with  favoring  climatic  conditions 
larniing  succeeds  as  a  rule.  Occasionally,  however,  adverse 
cliiiiatic  coixlitions  bring  failure  of  crops  and  famine.  At  .such 
times  (liousands  die  from  the  hunger  typhus  and  other  thousands 
have  to  migrate  in  search  of  work  along  the  Volga. 

The  leading  crops  are  rye,  wheat,  oats,  barley,  millet,  buck- 
wheat, and  potatoes.    Melons  and  sunflower  are  also  extensively 
cultivated.    Live-stock  raising  comes  in  for  much  attention.    The 
exported  farm  products  are  chiefly  the  cereals. 
MINES. 

The  fifth  of  the  route  tliat  traverses  the  Ural  Mountains  taps 
many  iron  and  copper  mines.     Near  Miass  gold  is  also  found. 
This  may  be  considered  one  of  the  most  active  mining  sections 
of  Russia. 
MANUFACTURING. " 

Manufacturing  centers  in  dairies,  creameries,  flour  mills,  anil 
meat-packing  plants,  found  throughout  the  entire  route,  even  in 
the  mountains,  and  in  metal  industries,  which  are  scattered 
near  the  mines  in  the  Urals  and  among  the  western  foothills. 
The  products  range  from  pig  iron  and  steel  plate  to  hardware, 
munitions  of  war,  and  bridges.  Manufacture  of  machinery  is 
not  attempted.  (Photo  No.  8.) 
INHABITANTS. 

Nearly  SO  per  cent  of  the  people  are  Great  and  Little  Rus- . 
siaus,  and  nearly  10  per  cent  of  the  remainder  are  Germans. 
Many  of  these  are  thoroughly  Russianized,  however,  since  their 
ancestors  caine  to  Russia  about  176:1. 
STATISTICS. 

In  reading  the  accounts  of  manufacturing  towns  in  the  fol- 
lowing pages,  it  must  be  remembered  that  the  statistics  are 
misleading.  For  example,  if  a  given  factory  is  said  to  employ 
2,000  men,  it  means  that  this  is  the  total  number  of  entries  in  the 
company's  books.     The  same  name  may  appear  half  a  doze)i 


POLETAYEVO  TO  KUSTANAI.  37 

times  if  a  man  Avorks  a  few  weelcs  and  then  quits,  only  to  come 
baclv  again.  Moreover,  tlie  men  wlio  are  reported  as  employeil 
in  a  factory  may  actually  be  at  work  miles  away  cutting  wood 
(in  the  mountains,  digging  ore  In  the  mine,  or  driving  a  sledgo 
to  carry  the  ore  scores  of  miles  from  mine  to  factory.  It  must 
also  be  remembered  that  the  methods  employed  iii  all  jjrocesses 
from  the  mine  to  the  finished  product  are  usually  primitive,  .so 
that  the  product  per  man  is  very  low. 

DETAILED  DESCRIPTION. 

Miles  Distance 

from  from 

Vludivustok.Chelya'binsk. 

4,042  0    Chelyabinsk.     (See  Route  L.) 

From  Chelyabinsk,  Route  M  runs  soulii- 
west  near  the  edge  of  the  Miass  Valley. 
The  line  soon  ascends  to  the  gold  mines  of 
Krasheninnikov.  A  small  branch  of  the 
Miass,  the  Birgilda,  is  spanned  by  a  70- 
foot  bridge. 
24V  Poletayevo.  A  branch  railro.ul  (Ml)  runs 
16  M         south. 

ROUTE  M.  BRANCH  1. 

POLETAYEVO  TO  KUSTANAI. 

From  Pole- 
tayevo. 

Poletayevo    I    (Samara-Zlatoust    Statiou).      From 

the  Samara-Zlatoust  station  the  route  runs  to  the 
southern  part  of  the  town. 
M  V 

2  3     Poletayevo    II    (Troitsk    station).      Tiie    line    con- 

tinues due  south  across  an  upland  surface, 
m  29    Yemanzhelinskaya.     Near    the    head    of    a    valley 

tributary  to  the  Uvelka  Valley.  The  route  pro- 
ceeds down  the  valley  passing  tlu>  large  Lake 
Sarikul  on  the  east. 


38  CHELYABINSK  TO  SYZHAN. 

43  65     Nizhne-Uvelskaya.      Kiiilroad  restaurant.      On  the 

loft  sloi)e  of  the  Uvelka  Valley.  A  road  and  tele- 
graph line  come  in  from  the  northwest.  The 
railroad  passes  down  the  valley  of  the  Uvelka 
following  the  left  slope. 
68  103  Troitsk.  Population,  25,000.  liailroad  restaurant. 
Situated  in  the  valley  where  the  Uvelka  River 
empties  into  the  Ui  River.  The  city  has  grown 
rapidly  in  recent  years.  Besides  the  usual  gov- 
ernment buildings,  it  has  10  churches  of  the 
Greek  religion  and  6  Mohammedan  mosques. 
There  are  also  a  liifeh  school  for  girls  and  boys 
and  several  substantial  business  houses.  Military 
barracks  and  a  liospital  are  located  on  the  out- 
skirts. 

A  fair  held  from  July  to  October  lias  a  normal 
turnover  of  4,000,000  rubles.  European  articles, 
such  as  metallic  products,  paper,  sugar,  and 
woolen  goods,  are  exchanged  for  products  of  the 
Steppes,  such  as  raw  wool,  felt,  furs,  hides,  horses, 
sheep,  and  fruits  from  irrigated  lands.  During 
the  fair  the  town  is  able  to  supply  a  large  volume 
of  these  goods.  There  is  a  small  volume  of  trade 
in  food  products  for  the  Ural  gold  mines  at  the 
west. 

About  40  industrial  establishments  employ 
1,500  men  and  women. 

Tanning,  the  making  of  leather  goods,  and  iron- 
working  are  the  chief  industrial  activities. 

Troitsk  is  an  important  transportation  center. 
A  road  and  telegraph  line  come  in  from  Verkhne- 
Uralsk  at  the  west.  Another  road  goes  eastward 
down  the  Uvelka  Valley.  A  third  comes  in  from 
the  north.  Still  another  follows  the  railroad  to 
Troitsk  and  beyond  to  Kustanai. 

It  is  reported  that  a  railroad  projected  from 
Troitsk  through  Varshavskaya  to  Orenburg,  315 


VERKHNE-URALSK.  39 

miles  to  the  southwest,  has  been  built  at  least  In 
part  by  war  prisoners. 
Verkhne-Uralsk.  Population,  l.j.OOO.  An  impor- 
tant town  about  190  versts  (12G  miles)  west  of 
Troitsk.  The  capital  of  the  province  of  the  same 
name,  on  the  left  bank  of  the  Ural  Rivor.  It  lias 
no  railroad  connection. 

The  town  lias  a  rapidly  growins^  Irade  with  the 
Kirghiz  in  cattle,  sheep,  and  animal  products, 
which  are  forwarded  to  European  Russia.  Fairs 
are  held  July  29  and  August  29  (old  style),  or 
August  11  and  September  11  (new  style). 

On  leaving  Troitsk,  Route  M  1  crosses  the  Ui 
River  to  the  right  and  follows  it  to  the  south- 
east. The  line  gradually  climbs  out  of  the  valley 
and  strikes  a  di'y  and  sparsely  populated  up- 
land dotted  with  shallow  lakes  and  ponds.  Cat- 
tle raising  is  almost  the  exclusive  occupation 
from  this  section  to  the  end  of  the  railroad. 
80  121  Koyerak.  Small  station  on  the  u]>hnul  surfa(H'. 
The  route  continues  southeast.  At  al)out  verst 
156  it  descends  the  left  slope  of  a  valley  tributary 
to  the  Ui  River. 

105  159  Toguzak.  A  village  in  the  bottom  of  the  valley. 
The  river  is  crossed  and  the  line  ascends  froui 
the  valley  to  the  upland.  The  route  strikes 
northeast  across  a  dry,  grassy  plain,  which  is 
very  sparsely  populated.  Trees  are  entirely 
lacking. 

130         196     Jar  Kul.     A  collecting  point  for  export  cattle. 

156  2;^5  Ozyornaya.  A  convenient  place  for  assembling  cat- 
tle for  the  railroad.  At  about  verst  266  descent 
begins  into  the  valley  of  the  Tobol. 

177  268  Kustanai.  (Population,  14,000,  3.000  of  which  are 
Kirghiz.)  ^he  railroad  ternunal  in  the  valley 
of  the  Tobol.  A  road  runs  north  down  the  Tobol 
valley.     The  town  has  important  trade  with  the 


40  CHELYABINSK  TO  SYZRAN. 

Kirghiz  in  cattle,  sheep,  and  potatoes.  Tliere 
are  tanneries  and  tallow  works.  Fairs  are  held 
at  which  cattle  are  sold.  The  town  has  a 
cathedral  and  a  number  of  schools.  The  ad- 
joining steppe  is  fertile. 

CONTINUATION   OF  ROUTE  M. 

From  Ghelyabinsk.  From  Poletayevo  Koute  M  diverges  from  the 
Miass  Valley  and  runs  due  west.  In  this  vicinity 
a  broad  upland  tract  is  crossed  where  gold  is 
mined  from  veins,  while  in  the  valleys  gravel 
Is  washed  for  gold.  A  140-foot  bridge  takes  the 
railroad  across  the  small  Bishkil  River. 

M.  V. 

32  48     Bishkil.     The   highway   from   Chelyabinsk   strikes 

southwest  from  the  village.  The  railroad  as- 
cends as  it  continues  west.  At  about  verst  63  it 
enters  a  branch  valley  of  the  Ubedka  River. 

4.')  68     Chebarkul.      The    village    is    near    the    station    on 

Chebarkul  Lake.  From  Chebarkul  the  railroad 
follows  the  narrow  and  uneven  isthmus  between 
Lake  Chebarkul  and  Lake  Yelovy  and  then  be- 
gins to  climb  the  Ilmen  ridge,  which  forms  part 
of  the  foothills  of  the  Ural  Mountains  proper. 
Beyond  the  height  of  land  the  road  descends 
into  the  Miass  Valley. 

60  90     Miass.      (Altitude,    1.115   feet.)      Railroad    restau- 

rant. A  busy  gold-mining  center  situated  in  the 
INliass  Valley  on  Lake  Ilmen.  The  highway 
from  Chelyabinsk  enters  Miass  from  the  south. 
The  surrounding  region  is  rugged  and  forested. 
A  small  force  might  effectively  cut  the  route  at 
this  point.  The  Miass  metal  works,  founded  in 
1777,  stand  4  miles  ffom  the  station  in  a  deep 
valley  inclosed  by  the  Chashkov  Mountains. 
Formerly   the   works  smelted   copper,   but   now 


MIASS.  41 

they  are  operated  by  the  goUl-miuing  couupauy. 
At  the  works  there  is  a  town  with  many  shops, 
stores,  and  stone  houses.  There  are  also  two 
libraries  and  a  club.  In  ordinary  times  the 
workmen  number  about  3,000  and  the  population 
exceeds  14,000. 

The  Ilmen  mines,  which  are  near  the  station, 
are  connected  with  the  Miass  works  by  a  nar- 
row-gauge line,  amply  provided  with  trucks  and 
engines.  The  gold-bearing  strata  contain  clayey 
sand  with  a  mixture  of  pebbles  and  gravel.  In 
them  are  found  fragments  of  quartz,  gneiss,  and 
flinty  slate.  A  ton  of  gravel  yields  from  9  to  21 
grains  of  gold. 

From  Chelyabinsk  to  Miass  the  railroad  is  sin- 
gle tracked.  At  Miass,  however,  the  track  be- 
comes double  and  so  continues  for  153  miles  to 
Simskaj'a.  On  leaving  Miass  the  railroad  crosses 
the  Miass  River  on  a  175-foot  bridge  and  climbs 
into  the  Ural  Mountains  proper.  The  gi'ades  are 
heavy,  and  many  windings  and  zigzags  are  made 
to  keep  them  within  normal  limits.  The  water- 
shed l)etween  the  Miass  and  Atlian  Rivers  is  soon 
crossed,  and  the  line  descends  into  the  Atlian 
Valley.  The  Atlian  River  is  spanned  by  a  105- 
foot  bridge.  Another  watershed  is  then  climbed 
and  descent  is  made  into  the  valley  of  the  Little 
Syrostan.  The  line  twice  crosses  the  Little 
Syrostan  River,  effecting  a  circuit  of  IJ  miles. 
Then  the  climb  continues  in  the  most  ruggeil 
part  of  the  Urals  crossed  l»y  this  railroad. 
74  111  Syrostan.  Small  station,  surrounded  by  mountains. 
The  village  of  the  same  name  is  located  within 
one-half  mile. 

The  railroad  begins  an  ascent  along  tlie  riglit 
l)ank  of  the  Bolshaya  (Great)  Syrostan.  Tlie  bare 
stone  ridges,  which  constitute  the  summit  of  Alex- 


42  CHELYABINSK  TO  SYZRAN. 

auder  Cone,  altitude  .'i.oOO  teet,  s(xjn  come  into 
view,  and  remain  visible  for  some  time.  The 
River  Bolshaya-Syrostan,  a  brancli  of  the  Miass, 
is  crossed  by  a  12G-foot  bridge  of  three  spans,  one 
of  70  feet  and  two  of  28  feet.  Here  the  railroad 
bef^ins  its  ascent  to  the  juain  summit  of  the  line  by 
zigzags  of  about  3  unles  in  length.  Beyond  ver.st 
l.'U  the  summit  is  reached.  It  is  marked  by  a 
stone  pyramid  inscribed  "  Europe  "  on  the  west 
side  and  "Asia  "  on  tli<!  east.  Just  beyond  i< 
I'rzluunka. 
SS  1?!2  Urzhumka.  (Altitude  1,859  feet.)  The  statitm 
stands  in  a  place  remote  from  all  habitation  in  a 
rocky  recess  of  the  Ural  Mountains.  Tlie  route 
tlien  swings  down  into  the  Pesma  Valley  and 
crosses  the  river  of  that  name  on  a  161-foot 
bridge  of  three  spans,  one  105  feet  long  and  two 
2S  feet  long.  (Photo  No.  10.)  Beyond,  the  route 
again  rises  over  ridge  after  ridge. 
100  1.10  Zlatoust.  (Altitude  of  station  1,495,  of  town 
1,925  feet;  population  34,000.)  (Photo  No.  9.) 
liailroad  restaurant.  The  t»)wn  is  3  miles  to  the 
southwest,  situated  in  the  valley  of  the  Ai,  which 
is  here  danuned  so  as  to  form  a  considerable 
lake.  The  town  spreads  from  the  Ai  Valley  into 
the  valleys  of  Gramotukha,  Tesma.  Kamenka, 
Chuvashka.  and  Tatarka.  It  is  dominated  by 
Kosotur,  an  imposing  hill,  and  Urenga,  the  north- 
ern end  of  a  long  ridge  by  that  name.  A  road 
runs  west  and  southwest  to  the  Satka  Iron 
Works  (photo  No.  8),  thence  to  a  railway  station 
called  Suleya. 

Ma7uifact lire s.— Because  of  the  proximitj  of 
iron  mines,  Zlatoust  has  long  been  important-  in 
iron  manufactures.  In  the  large  Government 
arsenal  located  here  alloy  steel  is  made  into 
side  arms,  bayonets,   guns,  rifles,  and  maclilne 


ZLATOUST.  43 

guns,  and  chrome  and  nickel  steel  are  made  into 
shells  of  all  descriptions.  Detonators  and  shrap- 
nel are  reported  to  have  been  made  to  the  quan- 
tity of  about  50,000  per  month.  In  ordinary  times 
the  Zlatoust  Works  produce  pij?  iron,  open- 
hearth  steel,  railroad  equipment,  liardware, 
knives,  and  forks.  Other  industries  are  soap 
works,  textile  mills,  and  bakeries.  For  fuel  the 
town  uses  crude  oil  from  Baku  or  Tashkent  and 
coke  from  the  Donetz  Basin. 

The  metal  products  have  lately  had  tlie  f<pl- 
lowing  destinations :  pis  iron  to  Xizhni-Xovgorod  : 
side  arms  to  Moscow  and  Petrograd  ;  sliells  to 
Moscow,  Kazan,  and  Perm,  to  be  loaded;  railway 
equipment  to  Chelyabinsk. 

The  average  yearly  output  of  the  Zlatoust 
A\'orks  from  1914  to  1017  was  about  HO.tMlO  tons 
of  rolled  steel.  15.000  tons  of  cast  steel,  lO.ono 
tons  of  tool  steel. 

Hospitals. — Some  of  the  Government  iron 
works  have  hospitals  of  their  own.  The  town 
supports  a  small  hospital  and  dispensary. 

The  route  from  Zlatoust  follows  down  the 
valley  of  the  Ai.  Cuttings  in  the  valley  side 
often  reveal  chalk.  Fir  and  pine  trees  predomi- 
nate in  the  forests  which  clothe  the  hills. 

At  about  verst  160  is  a  platform  stop  named 
Kusinsk,  used  chiefly  for  freight.  The  town 
of  this  name  is  located  about  9  miles  away 
down  the  valley  of  the  Ai.  Its  population  is 
about  7,000.  Government  iron  works  and  foun- 
dries are  located  here.  The  works  are  supplied 
with  ore  from  the  Akhteusk  mine.  situate<l 
about  10  miles  beyond.  The  ore  is  about  73  per 
cent  oxide  of  iron  or  about  50  per  cent  metal. 
The  output  of  the  works  is  especially  for  the 
navy  and  Government  artillery  works  at  vari- 


44  CHELYABINSK  TO  SYZRAN. 

ous  centers.     Wood  and   (•liiiicoiil   are  employed 
as  fuels. 

The  route  continues  down  the  valley  of  the 
Ai,  being  perched  in  the  main  high  upon  the 
valley  slope.  The  valley  makes  a  great  sweep 
to  the  northwest  and  north,  while  the  railroad 
continues  to  bear  west.  At  aliout  verst  176  the 
Ai  River  is  crossed  by  a  210-foot  bridge,  and  a 
steep  climb  is  made  out  of  the  valley. 
119  179  Tundush.  The  route  now  passes  through  a  less 
rugged  region  and  approaches  the  Suleya  ridge. 
1.S2  199  Berdyaush.  From  this  station  a  broad-gauge 
bninch  railroad  winds  southward,  parallel  wifli 
the  Suleya  ridge,  to  the  inip"r1;uit  Satka  Iron 
Works,  at  Satka  (population.  12,0(X)).  and  thenro 
southwest  to  the  famous  Bakal  mine  (49  versts, 
or  33  luiles).  The  Satka  Iron  &  Steel  Works 
employ  5,000  operatives.  The  works  consist  of 
several  blast  furnaces,  rolling  mills,  steel  mills, 
and  foundry  and  machine  shops.  The  pig-iron 
production  is  50,000  tons  annually.  Shells  of  all 
descriptions  are  made,  as  well  as  guns,  gun  car- 
riages, and  large  forglngs.  These  munitions  are 
supplied  ordinarily  to  the  navy  and  artillery  de- 
partments. Wood  and  charcoal  from  the  neigh- 
boring forests  are  used  as  fuel  in  the  iron  works. 
The  iron  ore  is  brought  from  Bakal  by  railroad. 

The  Bakal  mine  on  the  Bulandikha  Mountains 
is  iu  one  of  the  most  extensive  iron  deposits  in 
Russia.  The  analysis  of  the  ore  shows  81.44  per 
cent  oxide  of  iron,  57.36  per  cent  metallic  iron. 
6. 78  per  cent  silica,  and  5.46  per  cent  aluminum. 
The  mine  supplies  ore  not  only  to  Satka  but  to 
Simskaya,  Zlatoust,  and  other  centers. 

It  is  reported  that  prisoners  of  war  have  built 
another  railroad  from  Berdyaush  northward 
through  Zlokazovo  and  Grobovo   to   Kuzino,   a 


VYAZVAYA.  45 

newly  erected  station  on  Route  N,  between  Yeka- 
terinburg and  Kourovka. 

From  Berdyaush  Route  M  1  crosses  the  Satka 
River  on  a  700-foot  bridge  (spans  of  448,  210, 
and  42  feet),  and  makes  a  great  sweep  to  the 
north  to  avoid  the  northern  end  of  the  Suleya 
ridge.  The  line  tlien  continues  southwest  paral- 
lel with  the  ridge.  The  country  to  the  west 
opens  up  broadly. 

147  221  Suleya.  From  here  a  road  runs  12i  miles  across 
the  Suleya  ridge  to  the  Satka  Iron  Works, 
thence  to  the  northeast  to  Zlatoust.  Another 
road  with  a  telephone  line  runs  to  the  northwest 
with  far-reaching  connections.  Within  3  miles 
of  the  station  is  a  quarry  which  turns  out  slate 
shingles  for  roofing  buildings.  The  route  still 
(•(Uitinucs  to  the  southwest  in  nearly  a  straight 
line,  parallel  with  the  Suleya  ridge.  The  Ishelga 
River  is  crossed  by  a  70-foot  bridge.  Before  the 
next  station  is  reached  two  more  rivers,  the 
Uluir  and  Sikiaz,  are  crossed  by  70-foot  bridges. 

162  245  Mursalimkino.  Small  station.  Broad  views  are 
obtained  at  the  west.  The  line  continues  to  the 
southwest,  wath  forested  mountains  on  the  left 
and  far-stretching  fields  and  n)eadows  on  the 
right.  The  level  land  on  the  right  is  occasionally 
cut  by  deep  ravines  and  valleys. 

17(5  2()G  Vyazovaya.  (Altitude,  LOGO  feet. )  Important  sta- 
tion. Inclosed  by  hills  clad  with  evergreen  for- 
ests. The  scenery  is  parklike.  The  Yurezan 
River,  with  its  steep  slopes  and  islands,  is  close 
by. 

From  Vyazovaya  a  branch  railroad  goes  due 
south  up  the  Yurezan  River  on  its  left  bank  to 
(11  versts,  8  miles)  Yn7-c;:;anski.  Here  are  lo- 
cated the  Yurezan  Iron  &  Steel  Works.  They 
consist  of  6  blast  furnaces  and  large  steel  mills. 


46  CHELYABINSK  TO  SYZRAN. 

They  roll  commercial  sizes  of  structural  steel  as 
well  as  steel  rails,  fastenings,  and  bridge  steel. 
The  annual  output  is  about  .50,000  tons.  As  last 
reported,  the  iron  ore  was  brought  in  carts  from 
the  Bakal  mine,  24  miles  away.  It  is  probable 
that  now  it  is  received  by  railway. 

From  Yurezauski  the  branch  line  curves  to  the 
southwest  out  of  the  Yurez&n  Valley  (32  versts, 
22  miles)  to  Zaprudovka.  The  route  climbs  over 
the  watershed  separating  the  two  rivers  and  de- 
scends into  the  Katav  Valley  (3-5  versts,  24  miles) 
Kntav-Iranovski.  This  is  another  iron  and  steel 
town.  The  works  consist  of  7  blast  furnaces, 
rolling  mills,  Bessemer  converters,  machine  shops, 
forge,  and  sawmill.  There  is  also  aft  electrical 
plant.  Large  warehouses  and  sheds  for  the  stor- 
age of  metal  and  iron  products  have  been  built 
near  the  station.  The  ore  comes  from  the  Bakal 
mines.  Before  the  war  40,000  tons  of  rails  were 
annually  produced,  but  they  were  of  low  grade. 
During  the  war  the  works  manufactured  am- 
munition of  great  variety,  but  especially  shells 
from  3  inches  to  6  inches. 

About  77  miles  south  of  Katav-Ivanovski  is 
Tirland,  with  more  steel  and  iron  works.  Their 
outinit  is  about  18,000  tons  of  pig  Iron  and  steel. 
Thirteen  miles  beyond  Tirland  is  located  the 
town  of  Byeloryetsk,  with  still  moi*e  iron  and 
steel  works.  They  have  a  capacity  of  about 
0,000  tons  of  cast  iron  annually.  The  products 
of  both  Tirland  and  Byeloryetsk  are  forwarded 
to  Katav  to  be  sent  away  by  rail. 

From  Vyazovaya,  the  main  line.  Route  M,  runs 
to  the  north  and  northwest  following  down  the 
Turezan  Valley  on  the  right  slope.  The  slope  is 
so  steep  that  bare  rocks  are  numerous.  Occa- 
sionally they  rise  almost  perpendicularly. 


SIMA   IRON   WORKS.  47 

188  284  TJst-Katav.  Amidst  cliffs  and  rocky  slopes.  Iron 
works  are  situated  about  3  miles  from  the 
station  near  the  junction  of  the  Yurezan  and 
Katav  Rivers.  They  manufacture  steel  of  all 
commercial  sizes  and  are  especially  equipped  to 
furnish  railroad  supplies. 

The  railroad  soon  descends  into  the  Yurezan 
Valley  and  crosses  the  river  by  a  bridge  with  3 
spans  of  70,  322,  and  70  feet,  respectively.  Height 
above  low-water  mark  is  84  feet.  A  long  climb  is 
made  toward  the  plateau  surface. 

VJS  2!>!)  Kropachevo.  (Altitude,  1,200  feet.)  Small  station 
at  the  crest  of  the  upland  between  the  Yurezan 
and  Sima  Rivers.  The  Nicholas  Iron  Works  are 
located  about  16  miles  from  the  station.  The 
iron  ore  is  obtained  from  the  Bakal  mine, 
reached  by  Route  M  3.  It  is  reported  that  dur- 
ing the  war  the  Nicholas  Works  at  one  time 
employed  as  many  as  6,000  persons.  The  rail- 
road runs  west  and  descends  into  the  Sima 
Valley. 

213  321  Simskaya.  (Altitude,  62.j  feet.)  Small  station, 
deep  in  the  valley.  The  town  of  Simskaya  is 
about  4  miles  up  the  Sima  Valley  and  is  con- 
nected with  the  railroad  by  a  street  railway 
line.  It  contains  the  Sima  Iron  Works,  which 
has  several  blast  furnaces  and  a  Bessemer  con- 
verter. Iron  ore  is  derived  from  the  Bakal  mine 
viatftoute  M  4.  It  is  reported  that  a  maximum 
of  8.0tK>  men  were  employed  here  during  the  war. 
Sima  has  a  good-sized  hospital.  The  town  is 
surrounded  by  tree-clad  mountains.  There  is 
much  limestone  in  the  mountains,  and  natural 
caves  are  common. 

The  route  to  this  point  from  Miass  is  a  double- 
track   railway.     It  continues  as  a   single-track 
line  and  follows  the  Sima  Valley  westward  for 
87569— 18— PT  4 4 


48  CHELYABINSK  TO  SYZRAN. 

the  next  37  railes  or  beyond  the  Ulu-Teliak  sta- 
tion. Before  the  next  station  is  reached  the 
railroad  crosses  the  Sima  River  four  times  on 
bridges  whose  respective  lengths  are  245,  175, 
175,  and  280  feet.  The  first  bridge  has  3  spans, 
35,  175,  and  35  feet. 

221  334  Minyar.  (Altitude,  520  feet.)  The  Minyar  Steel 
Works  are  located  IJ  miles  from  the  station. 
The  reported  war  output  was  about  15,000  tons 
of  cast  iron  and  4,000  tons  of  steel  annually  with 
a  maximum  working  force  of  10,000.  Their 
specialty  is  sheet  work  and  steel  plates  of  all  de- 
scriptions. 

The  route  curves  gradually  to  the  southwest 
and  runs  between  two  mountain  ridges,  the 
Vorovei  ou  the  right  and  the  Anjigordak  on 
the  left.  At  about  verst  349  the  railway  track  is 
built  into  the  side  of  a  perpendicular  limestone 
rock,  the  Kazaramen,  whose  base  is  washed  by 
the  waters  of  the  Sima. 

Before  the  next  station  is  reached  exit  is 
made  from  the  Ural  Mountains.  Beyond  this 
point  there  is  much  ruggedness,  but  it  is  caused 
by  valleys  cut  by  rivers  below  the  upland  sur- 
face rather  than  by  hills  and  ridges  rising  above 
the  upland  surface. 

234  353  Asha-Balashevskaya.  (Altitude,  435  feet.)  Rail- 
road restaurant.  Close  to  the  station  is  a  steel 
plant  with  a  large  blast  furnfUe.  The  route  con- 
tinues to  the  southwest,  crossing  the  river  Asha 
on  a  105-foot  bridge. 

248  37-1  Ulu-Telyak.  Small  station.  The  line  now  ci'osses 
the  streams  Telyak  and  Ulu  on  70-foot  bridges 
and  climbs  out  of  the  Sima  Valley.  It  soon 
reaches  the  highest  point  between  the  Sima 
Valley  and  the  Ufa  Valley. 


TJFA.  49 

399  Tavtimanovo.  High  on  the  watershed  between  the 
two  valleys.  The  route  gradually  descends 
toward  the  Ufa  Valley  as  it  swings  from  tlie 
northwest  to  the  southwest. 

417  Iglino.  Small  station  on  the  left  slope  of  the  Ufa 
Valley.  Well-forested  section.  Two  stream  saw- 
mills are  located  near  the  station.  The  line  now 
curves  to  the  west. 

430  Shaksha.  Near  the  bottom  of  the  Ufa  Valley. 
The  river  Tauzh  is  crossed  by  a  70-fnot  bridge. 
The  left  bank  of  the  Ufa  is  followed. 

43S  .  Chernikovka.  Nearby  is  a  great  tallow  factory 
with  an  annual  capacity  of  G.OOO  tons.  Tiie  rail- 
way soon  crosses  the  Ufa  River  on  a  1,500- foot 
steel  bridge  (photo  No.  10)  and  ascends  the  right 
slope  of  the  Ufa  Valley  to  the  town  of  Ufa. 

450  Ufa.  Railroad  restaurant.  (Altitude,  310  feet.) 
( Population,  106,000. )  Located  on  the  right  bank 
of  the  river  Byelaya  near  its  .iunction  with  the 
Ufa.  The  station  lies  on  the  Byelaya,  li  miles 
to  the  north  of  the  town.  Ufa  is  the  capital  of 
a  province.  The  better  part  of  the  town  con- 
tains two  cathedx'als  and  a  few  churches;  the  re- 
mainder is  a  scattered  aggregation  of  small 
wooden  houses.  In  the  middle  of  the  town  is  a 
large  square  and  a  little  to  the  south  are  recrea- 
tion grounds.    Both  are  suitable  for  camp  sites. 

TraV'Sportation. — Besides  the  main  railroad 
(Route  IVI),  Ufa  has  a  newly  built  railway  direct 
to  Simbirsk,  on  the  Volga  River  (Route  X).  Tbis 
railway  leaves  Route  M  at  Chishmy,  tlie  second 
station  west  of  Ufa,  on  the  main  line.  Steamers 
ply  from  Ufa  down  the  Byelaya,  thence  down 
the  Kama  to  Kazan  in  2J  days.  On  the  average, 
the  river  is  open  for  navigation  by  the  lltb  of 
April  and  freezes  over  by  the  4th  of  November. 


50  CHELYABINSK  TO  SYZRAN. 

Ill  suimiifi-  Ui(!  river  is  souietimes  so  low  fliat 
steanieis  can  not  proceed  above  Birsk,  about  50 
miles  downstream  from  Ufa  in  a  straigbt  line, 
but  nearly  twice  as  far  by  the  river.  Above  Ufa 
the  river  is  navigable  at  high  water  to  the 
Byeloryetsk  Works.  A  roadway  runs  north  to  the 
important  town  of  liirsk  and  another  goes  south 
to  Sterlitamak.    Telephone  lines  follow  each  road. 

Industries. — There  are  several  private  mining 
enterprises  in  the  vicinity  whose  products  are 
manufactured  in  the  city.  There  are  15  copper 
factories  and  13  iron  and  steel  mills,  which  em- 
ploy together  several  thousand  men.  There  are 
also  many  small  factories  making  wax  candles, 
candies,  rope,  and  wooden  products.  Large  gaso- 
line reservoirs  near  the  station  might  well  serve 
military   purposes. 

Leaving  Ufa  the  route  almost  immediately 
crosses  the  Byelaya  on  a  2,100-foot  bridge,  having 
6  spans  of  350  feet  each.  (Photo  Xo.  11)  The 
arches  are  semiparabolic  and  the  track  is  on  the 
lower  chord.  The  piers  and  abutments  are  laid 
on  caissons  lowered  to  the  depth  of  57  feet  below 
the  ordinary  water  level.  The  railroad  proceeds 
sti'aight  across  the  flood  plain  of  the  Byelaya. 
313  472  Yumatovo.  At  the  mouth  of  the  Dema  Valley. 
For  the  next  58  miles,  or  until  Rayevka  station  is 
reached,  tlie  railroad  follows  uo  the  Dema  Valley. 
The  valley  and  the  upland  support  occasional 
farming  settlenieuts.  The  forests  are  of  young 
growth.  The  steep  slopes  of  the  Dema  Valley 
consist  of  friable  schistose  sandstone  containing 
copper  ores.  Remains  of  mines  are  occasionally 
seen  along  the  valley.  Mines  in  operation  are 
rarely  seen.  Much  of  the  surrounding  country 
is  of  limestone,  and,  as  is  usual  in  such  regions, 
caves    and    depressions    called    "  funnels "    are 


CHISHMY.  61 

commou.  These  are  places  where  percolating 
water  has  dissolved  the  limestone,  forming  caves, 
the  surface  of  which  has  fallen  in  so  as  to  form 
a   hollow. 

The  route  crosses  the  Uza  and  the  Kolomysh, 
branches  of  the  Dema,  on  140-foot  bridges. 

32S  494  Chishmy.  From  Chishmy  a  newly  built  railway 
(Route  X)  runs  due  west  to  Simbirsk.  Route 
M  continues  to  the  southwest.  The  River  Daly- 
shly,  a  branch  of  the  Dema,  is  crossed  on  a  70- 
foot  bridge. 

343  518  Shingalc-Kiil.  Small  station.  Continuing,  the  line 
ci'gsses  the  River  Urdiak,  a  branch  of  the  Dema, 
on  a  bridge  of  175  feet.  At  a  siding  or  plat- 
form stop  called  Karakalinsk  copper  ores  are 
successfully  taken  from  the  friable  schistose 
sandstone  of  the  Dema  Valley. 

358  540  Davlekanovo.  The  station  is  near  Itlvulovo,  a 
small  Bashkir  settlement.  Trade  is  confined  to 
the  winter  season,  when  travel  is  easy  over  the 
snow  and  ice.  Not  far  from  the  station  are  a 
number  of  farming  estates  of  considerable  size. 
A  station  grain  elevator  has  a  capacity  of  540 
tons.  Proceeding,  the  route  crosses  the  River 
Tiulen,  a  branch  of  the  Dema,  on  a  140-foot 
bridge. 

370  558  Rayevka.  (Altitude,  380  feet.)  Railroad  restau- 
rant. A  wide  view  of  the  Dema  Valley  is  ob- 
tained at  the  east.  The  route  soon  leaves  the 
Dema  Valley  by  curving  to  the  west.  The  River 
Kyly  is  crossed  by  a  175-foot  bridge. 

383  578  Shafranovo.  The  line  winds  considerably  across 
several  valleys,  which  are  tributary  to  the  Dema. 

393         593     Aksenovo.    The  route  climbs  to  the  west  and  north. 

406  613  Glukhovskaya.  (Altitude,  1,235  feet.)  An  upland 
station.  Here  the  line  readies  the  watershed 
between  the  Byelaya  and  Kama  River  systems. 


62  CHELYABINSK  TO  SYZRAN. 

Tlie  route  desceuds  as  it  swin^^s  around  a  semi- 
circle. 

418  630  Aksakovo.  On  the  edge  of  the  upland.  A  branch 
railroad  runs  13  versts  (9  miles)  to  the  north  to 
Belebei,  a  district  town,  with  a  population  of 
5,000.  It  is  on  the  left  bank  of  the  Belebeika 
River.  The  surrounding  region  is  extensively 
cultivated.  Much  grain  is  exported  from  Aksa- 
kovo. Rye  flour  also  is  sent  away  in  considerable 
quantities.  It  is  milled  by  small  water  wheels  of 
primitive  construction. 

The  route  descends  to  the  southwest  through 
rough  country. 

430  649  Priyutovo.  Small  station.  The  surrounding  region 
contains  many  small  farms. 

441  665  Taldy-Bulak.  In  the  valley  of  tlie  River  Ik.  The 
valley  is  well  cultivated.  The  River  Ik  is  crossed 
by  a  105-foot  steel  bridge  and  passes  from  the 
Ufa  district  to  that  of  Samara. 

454  6S4  Abdulino.  (Altitude  530  feet;  population  2,000.) 
Railroad  restaurant.  Water  power  is  here  avail- 
able and  is  used  by  flour  mills.  Four  of  these, 
not  far  from  the  station,  have  a  reported  output 
of  20,000  tons  of  flour  yearly.  They  belong,  re- 
spectively to  merchants  named  Markov,  Sviridov, 
Rogov,  and  Zhidkov.  A  steam  flour  mill  pro- 
duces about  22  tons  of  flour  per' day.  A  grain 
elevator  near  the  station  has  a  capacity  of  550 
tons. 

The  surrounding  country  is  highly  productive, 
especially  of  cereals.  About  70  per  cent  of  the 
grain  fields  are  planted  with  rye,  which  is  the 
chief  crop.  Buckwheat  comes  next.  A  good  har- 
vest yields  no  less  than  13,000  tons  of  buckwheat 
in  the  region  tributary  .to  Abdulino.  A  road  goes 
north  down  the  Ik  Valley.    Another  goes  south. 


BUGURUSLAN'.  53 

The   route   cliiubs   out  of   the   Ik    Valley   aud 
continues  to  the  southwest. 

467         7(»r)     Sarai-Glr.      (Altitude  82.")  feet.)      Here  the  water- 
shed is  crossed  between  the  Kama  and  the  Volga. 
A  north-south  road  passes  through  the  town.    The 
.  route  descends  as  it  proceeds  to  the  west. 

479         728     Philippovka.     A  small  station.     Descent  continues. 

492  742  Asekeyevo.  Small  station.  Railroad  follows  down 
the  valley  slope  of  the  Kisla  and  crosses  the  river 
on  a  210-foot  steel  bridge. 

498  7.51  Zaglyadino.  In  the  Kisla  Valley  a  road  comes  in 
from  the  southeast.  The  route  now  turns  to  the 
north\\est  and  follows  down  the  Kisla  on  its  left 
slope. 

ills  773  Bugiiruslan.  The  town  of  Buguruslan  lies  2  miles 
north  of  the  station.  (Population  21,500.)  It  is 
a  district  town  of  the  Pi-ovince  of  Samara. 
Buguruslan  stands  on  a  bench  above  the  River 
Kinel,  with  long  slopes  rising  steeply  to  the  up- 
land surface  on  the  west,  north,  and  east.  The 
Tarkhanka  joins  the  Kinel  at  this  point.  The 
town  trades  extensively  in  grain  and  flour,  espe- 
cially rye.  As  much  as  .54,000  tons  of  rye  flour 
is  milled  annually  by  water  power  in  a  plant 
belonging  to  Mr.  Shuvalov.  The  town  ships  an- 
nually 8,200  tons  of  buckwheat  meal.  A  large 
grain  elevator  serves  both  town  and  station. 

One  road  runs  due  south  about  100  versts  to  the 
important  town  of  Buzuluk.  another  goes  north- 
east and  north  about  100  versts  to  Buturuslan. 
another  important  town  on  the  Ufa-Simbirsk  Rail- 
road. A  third  road  runs  to  the  northwest.  The 
railroad  continues  down  the  Kinel  Valley  due 
west. 

.524  701  Pokhvistnevo.  (Altitude  220  feet.)  Railroad  restau- 
rant. Just  beyond  a  north-south  road  is  crossed. 
The  line  curves  to  the  southwest. 


64  CHELYABINSK  TO  SYZRAN. 

540  814  Podbeylskaya.  Small  stiition.  The  region  is  well 
(ultivatefl.  The  route  soon  crosses  the  River 
Malaya-Kinel,  a  branch  of  the  Kinel,  by  a  210- 
foot  bridge. 

555  837  Tolkai.  The  important  town  of  Kinel  is  near  by.  It 
is  the  center  of  the  local  trade  in  grain,  especially 
rye.    The  route  proceeds  soiithwestward. 

.500  8.53  Mukhanovo.  Small  staticm  on  left  slope  of  Kinel 
Valley.  The  route  soon  crosses  the  River  Kur- 
tamak,  a  small  brancli  of  the  Kinel.  by  a  70-foot 
bridge. 

.575  807  Krotovka.  Junction  of  a  narrow-gauge  branch 
railway   (Route  M.  8)   that  runs  to  the  north. 

Dixtaiicc 

CJ^*^      ,  ROUTE  M,  BRANCH  2. 

Krotovka. 

Krotovka.      The    railroad    strikes    due    north    and 
soon  crosses  the  Kinel  River  on  a  long  bridge. 
The  I'oute  then  follows  up  a  branch  valley  of  the 
Kinel. 
M  V 

5  7     Timashevo.    At  this  point  is  located  tlie  Timashevo 

Sugar  Retiuery.  It  produces  both  granulated 
and  loaf  sugar  to  the  extent  of  11,000  tons  an- 
nually. Gasoline  from  Samara  is  used  as  the 
source  of  power  in  tlie  refinery.  Tlie  route  soon 
climbs  from  the  left  to  the  right  slope  of  the 
branch  valley. 

20  30     Sarbai.     High  up  on  the  valley  slope.     The  route 

soon  reaches  the  upland  surface. 

32  48     Kabanovka.     An  upland  town.     About  the  highest 

point  on  the  route.  After  crossing  the  upland, 
the  I'oute  begins  the  descent  along  the  valley  of 
the  Surgut,  a  northward  flowing  stream. 

54  81     Surgut.     Beyond  this  terminal   station  across  the 

River  Sole  lies  the  town  of  Seririyevsk.    It  is  famed 


SAMARA.  65 

for  its  mineral  springs.  The  waters  are  67°  F. 
and  contain  a  large  percentage  of  sulphurated 
hydrogen.  The  medicinal  effects  are  supposed  to 
be  excellent.  Many  people  come  here  for  treat- 
ment, and  during  the  season,  from  May  10  to 
August  2.5,  several  doctors  are  in  attendance. 

CONTINUATION  OF  ROUTE  M. 


From  Cheli- 
nbinnk. 


From  Krotovka  the  route  continues  westward 
along  the  floor  of  the  Kinel  Valley.  The  Kutuluk, 
a  branch  of  the  Kinel,  is  crossed  on  a  175-foot 
bridge. 

589         SS9     Turgenevka.     Small  station. 

601 

600  900  Kinel.  Railroad  restaurant.  From  this  station  a 
railroad  (Route  T)  runs  southeast  to  Turkestan. 
The  route  now  crosses  to  the  right  bank  of  the 
river  by  a  420-foot  bridge.  It  then  ascends  a  hilly 
section  to  the  siding  Padvoka,  the  highest  point, 
and  descends  to  the  valley  floor  again,  crossing 
a  small  stream  by  a  70-foot  bridge. 

Gil  922  Smyshlyayevka.  Small  suburban  station.  A  road 
and  telephone  line  run  to  the  north.  The  route 
strikes  southwest  toward   Samara. 

625  942  Samara.  (Altitude  185  feet;  population,  144,000.) 
(Photo.  No.  12.) 

Situation. — Capital  of  the  Province  of  Samara. 
Situated  at  the  junction  of  the  Volga  and  Samara 
Rivers,  at  the  southeastern  curve  of  the  great 
"  Bow  of  Samara,"  which  the  Volga  makes  in  a 
long  sweep  to  the  east,  south,  and  west.  Within 
the  bow  as  well  as  at  the  north  and  northeast  of 
the  city  the  land  is  generally  rugged.  The  valley 
floor  of  the  Volga  here  narrows  to  a  few  miles, 
while  both  up  and  down  stream  the  width  is 
measured  by  tens  of  miles. 


56  CHELYABINSK  TO  SYZRAN. 

Strutrf/ir  value. — Tlie  city  is  of  hij^h  strategic 
iiiiportaiicc :  (I)  It  lit-.s  DHiir  the  junction  of  tlio 
Siberiiin  and  Turkestsin  Ilaihvays,  as  well  as  on 
a  direct  line  to  Moscow.  (2)  These  routes  are 
met  at  Samara  by  the  gi-eat  north  and  soutli 
water  highway,  tlic  Iliver  Volga.  (3)  The  port 
liere  is  tlie  best  one  on  the  river.  (4)  The  city 
lies  at  the  point  where  the  Volga  "Valley 
contracts  to  its  smallest  dimensions,  and 
thus  the  city  is  surrounded  by  hills  in- 
stead of  being  in  a  flat  plain,  as  are  most 
Russian  cities.  Since  the  five  lines  of  trans- 
portation diverging  fi-om  Samara — three  by  rail 
and  two  by  water — are  all  of  first-class  impor- 
tance, the  control  of  the  city  is  of  vital  necessity 
to  any  military  expedition  in  this  region.  In 
order  to  hold  the  city  the  entire  "  Bow  of 
Samara  "  would  have  to  be  held  strongly,  else  the 
city  would  be  put  in  serious  hazard,  as  the  height 
of  land  in  the  eastern  part  of  the  bow  could  domi- 
nate the  city  with  heavy  artillery.  Moreover,  if 
the  neck  of  the  bow  is  held.  Syzran  would  be 
within  the  line.  This  would  be  desirable,  since 
Syzran  constitutes  .the  western  bridgehead  of 
Samara.  Elsewhere  the  open  Volga  makes  an 
effective  military  barrier,  since  the  river  is  nearly 
a  mile  wide. 

Military  conveniences. — As  headquarters  of 
the  Twenty-fourth  Army  Corps,  Samara  has  in 
ordinary  times  many  military  conveniences,  such 
as  barracks,  "  sklads "  (storehouses),  hospitals, 
and  drill  grounds.  As  no  repairs  have  been  made 
on  the  barracks  since  the  war  began,  they  are 
now  so  dilapidated  that  they  can  not  be  used. 
The  theaters  and  factories,  however,  are  avail- 
able. The  Zemstvo  Hospital,  in  the  northern 
quarter  of  the  town,  contains  250  beds.     There 


SAMARA.  57 

is  als(.  a  railway  lidspital  and  a  baetenological 
station.  Several  "  kuniy.ss  "'  estahlishments  par- 
talve  of  the  nature  of  ho.spitals.  There  are 
sanitaria,  where  the  sour  milk  of  the  Asiatic 
Steppes  is  u-sed  as  a  restoi-ative,  to.2,eth(>r  with 
i)atlis  and  other  devices.  A  hirj-e  one.  Post- 
nikov's.  lies  in  a  park  on  the  high  bank  of  the 
Volga,  two-thirds  of  a  uiile  from  tlie  river.  It 
consists  of  isolated  cottages. 

The  city  contains  a  large  factory,  where  car- 
tridges were  made  during  the  wai-. 

The  railway  yards  and  sliding.*,  about  a  mile 
east  of  the  city,  ai-e  extensive  enough  to  speedily 
enlraiii  a  large  body  of  troops.  In  April,  1918, 
there  were  in  these  yards,  but  not  on  cars,  seven 
8-inch  howitzers,  eiglit  60-pound  fieldpieces,  nine 
liussian  field  pieces,  and  two  caterpillar  ti-actors. 
Many  of  the  guns  were  new,  and  the  mountings, 
especially  of  the  howitzers,  were  of  the  best. 
They  bore  the  name  of  the  Midvale  Steel  Co.,  of 
Pennsylvania. 

Climate. — Although  the  average  yearly  tem- 
lierature  at  Samara  (Lat.  53°  11'  N.)  is  only 
39.2°  F.,  the  July  average  rises  to  70.4°  and  the 
January  average  falls  to  9.3°.  Moreover,  the 
maximum  .sunmier  temperatures  while  the.\-  are 
at  their  worst  are  depressingly  hot.  The  winter 
brings  severe  frosts  with  many  snowstorms. 
The  accumulation  of  snow,  however,  is  not 
heavy.  The  Volga  north  of  Samara  freezes  in 
mid-November,  but  through  communication  with 
I'etrograd  by  i-iver  and  canal  usually  closes  late 
in  October  and  does  not  open  until  ^Vlay.  Tlie 
Volga  near  Samara  is  free  from  ice,  as  a  rule, 
from  April  IG  to  December  13. 

Transi)ortatio)i. — Besides  the  three  railways 
already  mentioned,   Samara  is  served   l)y   roa<ls 


58  CHELYABINSK  TO  SYZRAN. 

both  to  the  north  {iiul  south.  Within  the  city 
jjoods  and  piisscnsers  are  transported  by  liorses, 
electi'ic  cars,  and  automobiles.  From  the  Volga 
side  the  streets  rise  steeply  to  the  center  of  the 
city.  The  streets  are  well  paved  with  granite 
blocks.  The  grain  supply  is  brouglit  into  the 
city  from  the  outlying  districts  on  sledges  or 
low  carts,  according  to  the  season.  Often  camels 
as  well  as  horses  are  used  for  transportation. 
The  country  roads  are  so  impassable  in  the 
spring  that  the  city  people  are  often  without 
bread  for  weeks  at  a  time. 

The  mouth  of  the  Samara  River  forms  a  deep 
and  broad  bay,  which  with  the  port  on  the  Volga 
can  accommodate  50  vessels.  Samara  has  the 
most  convenient  wharves  of  the  Volga  towns. 
Passengers  and  light  cargoes  are  taken  from  the 
Volga  side  of  the  town,  while  grain  and  other 
heavy  cargoes  are  loaded  on  the  Samara  River 
side.  A  municipal  grain  elevator,  capacity  about 
5,400  tons,  facilitates  the  loading. 

Manufactures  and  trade. — Samara  is  sur- 
rounded by  an  important  grain-raising  and  graz- 
ing region.  Hence  the  city's  chief  trade  is  in 
cereals,  flour,  and  hides,  and  the  leading  indus- 
tries are  flour  milling  and  tanning.  The  flour 
mills  in  the  town  and  its  vicinity  have  a  total 
capacity  of  about  180,000  tons  annually.  The 
surplus  grain  of  the  region,  especially  to  the 
east,  is  collected  at  Samara  and  sent  to  Petro- 
grad,  mainly  by  river  and  canal.  Other  indus- 
tries are  iron  foundries,  soap  and  candle  fac- 
tories, and  wagon  works.  Three  great  fairs  are 
held  every  year. 

From  the  Samara  Station  the  railroad  curves 
to  the  south,  descends  to  the  floor  of  the  Samara 
River  Valley,  and  crosses  the  river  by  a  steel 


BEZENCHUK.  6» 

bridge,  840  feet  long.  (Photo  No.  13.)  It  then 
curves  to  the  west. 

629  948  Kryazh.  An  industrial  suburb  of  Samara.  A  large 
flour  mill,  owned  by  Mr.  Shikhobalov,  has 
a  capacity  of  18,000  tons  annually.  Near  by  are 
stockyards  and  shTUghterhouses,  which  ordinarily 
handle  200,000  head  of  cattle,  sheep,  and  hogs 
per  year.  These  are  chiefly  brought  on  the  rail- 
road from  Turkestan.  Much  grain  and  other 
farm  products  are  exported  from  Kryazh.  The 
route  runs  west  roughly  parallel  with  the  Volga. 

Go5  9.j7  Lipyagi.  Small  .station  in  a  fertile  farming  region. 
Near  by  is  the  village  of  Voskresenskoye,  with  a 
population  of  2,000.  The  route  strikes  to  the 
southwest. 

048  978  Tomylovo.  (Population,  2,000.)  Good  agricultural 
district  in  the  Volga  Valley.  The  route  crosses 
the  IVIochu  River  on  a  280-foot  bridge  and  curves 
to  the  west. 

004  1,002  Bezenchuk.  The  annual  exports  of  farm  products 
from  this  station  amount  to  5,000  tons.  The 
large  Bashkii'ova  flour  mill,  with  a  capacity  of 
54  tons  per  day,  lies  near  the  station.  The  Gov- 
ernment maintains  an  agricultural  experiment 
station  and  farm,  which  is  equipped  with  hirge 
buildings,  repair  shops,  and  loading  platforms 
for  heavy  tractors,  etc.  The  loading  platform  is 
the  only  one  where  cranes  are  found  between 
Samara  and  the  Volga  River.  Beyond  Bezen- 
chuk the  railroad  crosses  a  small  river  and  con- 
tinues westward. 

080  1,02-"')  Mylnaya.  Fertile  farming  country  in  the  Volga 
Valley.  The  line  bends  to  the  northwest  as  it 
passes  over  flat  country.  One  of  the  largest 
shell-loading  and  chemical  works  in  Russia  was 
established  here  by  the  Government  in  1915.  The 
works  covered  hundreds  of  acres  on  both  sides 


60  CHELYABINSK  TO  SYZRAN. 

of  the  railroad.  In  1917  they  were  so  far  com- 
pleted that  they  were  provided  with  waterworks, 
paved  streets,  and  many  substantial  bricli  build- 
ings, as  well  as  with  large  reservoirs  for  oil  and 
chemicals. 

090  1,041  Obsharovka.  Not  far  fi'om  the  station  is  the  town 
of  Novy-Kostychi,  with  a  population  of  5,000. 
Many  flour  mills  have  a  combined  annual  ca- 
pacity of  18,000  tons.  The  route  continues  across 
the  flood  plain  of  the  Volga  and  soon  reaches  the 
imposing  Alexander  Bridge  over  the  Volga. 
(Photo  No.  14.)  This  steel  bridge  is  4,710  feet 
long  and  consists  of  13  spans.  The  supporting 
pillars  are  high  enough  to  allow  the  passage  ol 
large  steamers  on  the  Volga.  The  bridge  was 
injured  by  the  Bolsheviki  in  the  fall  of  1918,  but 
appears  to  have  been  soon  repaired. 

TUl  1,057  Batraki.  (Altitude.  130  feet;  population,  2,500.) 
On  the  right  bank  of  the  Volga.  Batraki  is  a 
river  port  of  some  importance.  Nearly  200.000 
tons  of  gasoline  and  kerosene  are  handled  yearly. 
These  ai'e  stored  in  large  reservoirs  near  the 
station.  Several  flour  mills  have  a  combined  ca- 
pacity of  50  tons  daily.  Batraki  is  important 
because  it  immediately  controls  the  great  Alex- 
ander Bridge.  East  of  the  river  the  bridge  is 
approached  across  a  low,  level  plain  about  75 
feet  above  the  main  level  of  the  river.  The 
river  banks  are  steep,  but  are  cut  here  and 
there  by  ravines,  which  break  the  continuity  ol 
the  plain.  Batraki  lies  on  a  narrow  terrace  west 
of  the  river.  This  terrace  is  about  the  same 
height  as  the  plain  on  the  east  side ;  it  varies 
in  width  from  a  few  hundred  feet  to  one-half 
mile.  At  Batraki  it  is  about  one-fourth  of  a 
mile.  Back  of  the  terrace  there  is  a  grassy 
bluff  about  50  feet  high,  and  at  the  top  of  this 


SYZRAN.  61 

lies  the  great  plain  of  the  Volga  Valley.  In  the 
town  of  Batraki  the  railroad  swings  through  an 
angle  of  45°  or  more  and  runs  along  the  west 
bank  of  the  Volga. 

Like  all  the  towns  along  the  Volga,  Batraki 
has  no  real  wharves,  but  has  several  large  land- 
ings. Passengers  are  usually  landed  on  small 
floating  docks.  Freight,  however,  is  simply  car- 
ried by  hand  from  the  deck  of  the  steamer  to 
the  land  across  long  gangplanks.  Neither  here 
nor  elsewhere  along  the  river  is  freight  handled 
by  docks  or  cranes. 
1.070  Syzran.  (Population  46,000.)  (Photos  Nos.  15  and 
10.)  The  chief  town  in  a  district  of  the  Prov- 
ince of  Simbirsk.  The  center  of  the  town  lies 
one-half  mile  south  of  the  station. 

Syzran  lies  on  two  small  rivers,  the  Syzran- 
Voloshka  and  the  Kryumza.  The  ravine  of  the 
latter  divides  the  town  into  two  parts. 

Manufacturing. — No  fewer  than  5,000  oper- 
atives are  employed  in  cotton  mills.  Tanneries 
and  leather  factories  are  also  important.  There 
are  several  flour  mills  within  the  city.  The 
large  villages  of  the  surrounding  region  engage 
in  a  variety  of  petty  domestic  manufactures, 
the  aggregate  of  which  is  important. 

Transportation. — From  Syzran  two  railroads 
continue  west  and  northwest  to  Moscow,  one  by 
way  of  Pensa,  the  other  farther  north.  Syzran 
also  enjoys  transportation  on  the  Volga.  Tht. 
landing  place  for  steamers  is  usually  at  the 
island  of  Rakov,  3i  miles  from  the  town.  The 
town  may  be  regarded  as  one  of  the  strategic 
points  on  the  Volga,  since  it  would  need  to  be 
held  if  Batraki  and  the  Alexander  Bridge  are 
to  be  protected. 


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Route  N. 

RAILROAD— OMSK  TO  VYATKA. 

GENERAL  DESCRIPTION. 

MILITARY  IMPORTANCE. 

The  railroad  from  Omsk  to  Vyatka  is  important  for  four 
chief  reasons  of  a  military  character :  First,  by  this  route 
forces  from  Vladivostok  would  naturally  effect  a  junction  with 
the  allied  forces  from  Aichangel  and  Murmansk.  Second,  the 
route  is  the  easiest  outlet  for  the  platinum-producing  regions 
of  the  Central  Urals.  One  railway  runs  from  Yekaterinburg 
into  the  mining  region  and  another  from  Perm.  The  control  of 
the  platinum  output  of  the  Central  Urals  is  a  valuable  military 
prize,  since  over  90  per  cent  of  the  world's  supply  comes  from 
here  and  since  platinum  is  essential  in  war  manufactures.  Third, 
the  mining  regions  tapped  by  this  route  also  turn  out  a  great 
supply  of  iron.  It  is  reported  that  during  the  war  the  Ural  iron 
mines  were  so  speeded  up  that  about  4.5  per  cent  of  Russia's 
supply  was  from  that  region.  Fourth,  the  route  is  part  of  the 
only  railway  that  leads  directly  from  Siberia  to  Petrograd,  the 
most  important  center  in  Russia. 

STRATEGIC   CENTERS. 

Omsk.— (Population,  136,000.)      (See  Route  M.) 

Yekaterinburg. —  (Population.  70,000.)  The  junction  of  four 
railways — the  Perm  line  on  the  west,  the  Omsk  line  on  the  east, 
the  Chelyabinsk  line  on  the  south,  and  the  mining  railway  to 
the  Central  Urals  on  the  north.  The  city  is  also  strategically 
located  at  the  entrance  to  an  easy  pass  over  the  Ural  Mountains. 

Perm.— (Population.  105,000.)  On  the  Trans-Siberian  Rail- 
way to  Petrogi'ad  at  its  junction  with  the  western  railway  out- 
let of  the  Central  Ural  mining  district.  The  center  of  river 
navigation  in  four  directions. 

Vyatka.— (Population,  60,000.)  On  the  Trans-Siberian  Kail- 
way  at  a  point  where  that  route  is  joined  by  a  river-railway 
route  from  Archangel.     Since  Vyatka  is  also  on  the  navigable 

69 


70  OMSK  TO  VYATKA. 

Vyatka  River  which  flows  soutliward,  it  has  easy  communica- 
(ion  in  four  directions. 

E;ich  of  the  following  secondary  .stratej,'ic  centers,  Ishim, 
Yalutorovsk,  and  Tyumen,  lies  on  the  railway  where  it  is 
crossed  by  a  northward-flowing  navigable  river. 

RELIEF. 

The  lir.st  third  of  the  route — from  Omsk  to  Tyumen — traverses 
a  flat  region  varied  only  by  slight  swellings  above  the  general 
level  and  by  shallow  valleys  cut  by  the  rivers  below  the  general 
level.  The  second  third,  from  Tyumen  to  Perm,  is  rough.  From 
the  low  eastern  foothills  of  the  Ural  Mountains  it  rises  into  the 
mountains  proper  and  then  descends  to  an  upland  which  is 
thoroughly  cut  up  by  river  valleys.  The  last  third,  from  Perm 
to  Vyatka,  traverses  a  typical  portion  of  the  great  Russian 
plain. 

FORESTS. 

Throughout  the  route  trees  are  to  be  seen,  but  they  vary 
greatly  in  size  and  numbers.  In  the  first  third  the  trees  are 
small  and  generally  scattered  in  grovelike  clumps.  Timber  is 
plentiful  here  for  fuel  and  light  construction.  In  the  second 
third  the  forest  as  a  rule  is  dense,  especially  in  the  Ural  Moun- 
tains, and  can  supply  heavy  timber  for  extensive  engineering 
work.  The  last  third  of  the  route  resembles  the  first  in  having 
birches  and  small  pines  chiefly,  but  here  they  occupy  nearly  all 
of  the  country  except  where  it  has  been  cleared  for  cultivation. 

SOIL  AND  AGRICULTURE. 

All  along  the  route  the  fertile  soil  permits  excellent  crops  to 
be  raised  wherever  the  forest  is  cleared.  East  of  the  mountains 
the  soil  is  black  and  well  drained  for  the  most  part.  In  the 
second  third  of  the  route  a  thick  sheet  of  rich  humus  covers 
the  valleys,  the  uplands,  and  even  the  lower  slope  of  the  moun- 
tains. In  the  last  third  much  of  the  soil  is  light  and  made  up 
of  a  sandy,  red  clay,  but  even  in  this  crops  do  well.  Trench  dig- 
ging is  easy  througliout  tlie  route,  except  on  the  steeper  slopes 
in  the  Urals  where  granite  is  found. 


MANUFACTURING.  71 

Farming  villages  are  scattered  fairly  regularly  all  along  the 
route  and  within  sight  for  several  miles  on  both  sides,  but  as 
a  rule  the  cultivated  sections  are  merely  interruptions  in  the 
continuity  of  the  forests.  The  ordinary  village  is  made  up  of  a 
group  of  one-story,  dark-looking  houses  with  thatched  roofs.  A 
green-domed  church  is  generally  the  most  conspicuous  object,  as 
it  reaches  high  above  all  else. 

Agricultural  education  is  higher  in  this  section  of  Russia  than 
in  almost  any  other.  This  perhaps  accounts  for  the  large  sur- 
jjlus  of  agricultural  products  that  is  shipped,  both  by  water  and 
by  rail,  chiefly  to  Petrograd.  Rye,  wheat,  oats,  barley,  potatoes, 
buckwheat,  and  hemp  are  raised.  Cattle  breeding  is  well  de- 
veloped all  along  the  route,  but  especially  east  of  the  Urals. 
Butter  and  cheese  are  the  chief  export  products.  It  is  obvious, 
therefore,  that  this  region  should  be  able  indefinitely  to  pro- 
vision many  thousand  troops,  providing  the  peasants  continue 
their  normal  work  on  the  farms.  ♦ 

MINES. 

This  route  is  the  southern  and  western  railway  exit  of  the 
Central  Urals,  which  contain  mines  of  platinum,  iron,  copper, 
gold,  coal,  and  salt,  besides  many  precious  or  semiprecious 
stones.  Iron  is  the  most  important  for  local  consumption,  but 
platinum  is  chief  from  the  world's  viewpoint. 

MANUFACTURING. 

The  mines,  farms,  and  forests  determine  the  character  of  the 
manufacturing  industries.  Along  the  first  and  last  thirds  of 
the  route  flour  mills  and  creameries  are  common.  In  the  small 
towns  and  villages  windmills  generally  furnish  the  power,  but 
in  the  large  centers  steam  plants  are  used.  The  close  adjunct 
of  the  flour  mill  is  the  grain  elevator.  The  large  towns  have 
grain  elevators,  but  the  small  ones  have  storage  sheds.  In  the 
larger  cities  warehouses  contain  in  ordinary  times  a  supply  of 
farming  machinery  turned  out  by  American  firms,  such  as  the 
International  Harvester  Co. 

Along  the  second  third  of  the  route  iron  furnaces,  copper 
foundries,  sawmills,  and  machine  shops  are  frequent. 


72  OMSK  TO  VYATKA. 

Hence,  at  least  the  larger  cities  are  equipped  to  make  iDill- 
lary.i-epairg  of  various  sorts.  However,  since  local  standards 
are  not  high,  the  more  serious  repairs  should  have  the  immedi- 
ate supervision  of  American  mechanics.  An  important  gun  fac- 
tory on  the  outskirts  of  Perm  is  a  possible  source  of  new  sup- 
plies as  well  as  a  repair  depot. 

STATISTICS. 
See  note  on  this  subject  under  Route  M,  page  36. 

DETAILED  DESCRIPTION. 

M.        V. 

0  0  Omsk.  (See  Station  15-5,  Route  K.)  For  the  first 
5  versts  the  route  runs  west  along  the  Trans- 
Siberian  Railway,  crossing  the  Irtysh  on  the  long 
bridge  described  fully  in  notes  on  Route  M. 

3  5  Kulomzino.  At  this  station  the  route  leaves  tlu- 
Moscow  branch  of  the  Trans-Siberian  Railway  and 
strikes  to  the  northwest.  It  follows  the  valley  of 
the  Irtysh  for  80  miles  to  Lyubinskaya.  The  land 
is  extensively  cultivated  and  the  fields  are  well 
grazed  by  herds  of  cattle.  An  immense  amount  of 
hay  is  taken  fuom  the  meadows.  Unusually  fine 
crops  of  oats  are  raised  along  this  part  of  the 
route. 
33  50  Lyubinskaya.  At  Lyubinskaya  the  railroad  comes 
out  of  the  valley  of  the  Irtysh  and  rises  to  the  level 
of  the  general  plain.  Here  a  north  and  south  high- 
way is  crossed.  This  highway  connects  at  the 
north  with  the  main  road  from  Omsk  to  Tyumen. 
The  railroad  connects  the  two  centers  by  a  shorter 
line.  The  route  then  strikes  across  the  plain  for 
a  distance  of  233  versts  before  descending  into  the 
next  important  valley. 

Verst  67. — Birch  trees  are  of  good  size.  Some 
of  the  trunks  might  be  used  for  engineering  work. 
The  land  is  high  and  well  drained,  with  more  ex- 
tensive cultivation,   especially   wheat,  barley,   and 


MANGUT.  73 

oats.     Soil    is    darlc    brown    aud    about    10    inches 
deep. 

In  the  vicinity  of  verst  82  the  land  is  more  open 
and  freer  from  bushes.  Barley,  oats,  and  wheat 
are  commonly  raised  along  here,  and  herds  of 
cattle  are  to  be  seen  in  the  fields. 
62  93  Dragunskaya.  Three  lakes  are  passed  at  the  north 
just  before  this  town  is  reached.  Large  patches  of 
prairie  all  along  the  route,  with  a  dense  growth  of 
grass.  Wherever  the  land  is  cultivated,  good  crops 
are  raised,  especially  of  rye.  Bushy  stretches  are 
common. 
93  140  Nazyvayevskaya.  Railroad  restaurant.  Cattle  rais- 
ing and  butter  district.  At  this  point  engines 
and  crews  are  ordinarily  changed.  Two  lakes  lie 
near  the  town.  A  typical  portion  of  the  monoto- 
nous plain  is  crossed,  diversified  only  by  clumps  of 
bushes.  The  route  bends  more  to  tlie  northwest. 
121  182  Mangut.  Situated  on  the  shores  of  a  lake  of  the 
same  name.  A  long  undiversified  stretch  is  trav- 
ersed. Much  of  this  region  is  open  prairie,  wnth 
occasional  large  patches  of  white  birch. 

In  the  vicinity  of  verst  193  the  country  is  very 
flat  and  quite  free  from  trees.  There  is  no  culti- 
vation, but  the  land  supports  a  heavy  growth  of 
grass.  Soil  is  only  6  to  8  inches  deep,  with  a  gray 
clay  subsoil.  In  some  places  the  soil  looks  very 
dry  and  alkaline. 
147  222  Maslyanskaya.  A  town  on  the  edge  of  the  valley  of 
the  Ishim,  a  branch  of  the  Irtysh.  The  railway 
now  runs  due  west  roughly  parallel  to  the  Ishim 
Valley.  Cattle  breeding  is  an  important  occupation 
througliout  the  valley.  There  is  practically  no  cul- 
tivation. 

At  about  250  versts  the  route  dips  into  the  valley, 
crosses  the  river,  and  on  the  opposite  bank  reaches 
the  town  of  Ishim.  The  bridge  across  the  Ishim  is 
900  feet  long  and  ha.s  four  spans. 


74  OMSK  TO  VYATKA. 

17()  26(5  Ishim.  Railroad  restaurant.  (Population,  1U,0(K), 
one-iiftli  Tarliirs.)  A  t,v))'cal  Siberian  city  in  a 
cattle-grazin^i'  country.  Important  as  a  meat-pro- 
ducing center.  The  river  lies  on  three  sides  of  the 
city.  The  river  valley  is  10  to  12  miles  wide,  with 
hay  meadows  vyccupying  the  river  flats. 

Health. — Good  water  from  the  River  Ishim.  No 
sewage  system.    Health  conditions  very  good. 

Fuel. — Cordwood.     Coal  from  Omsk. 

Food. — Since  Ishim  is  in  the  midst  of  a  dairy 
country  and  not  far  from  grain-producing  regions, 
food  is  normally  abundant. 

Military  facilities — Quartering  troops. — In  addi- 
tion to  the  usual  barracks,  a  number  of  booths  used 
at  the  annua'  fair  are  available  as  quarters.  A 
camp  site  mignt  be  found  close  to  the  bridge  across 
the  River  Ishim. 

Repair. — There  are  no  adequate  railway  shops  or 
other  conveniences  for  repairs. 

Transport. — Horses  and  oxen  may  be  had  for 
transport,  but  there  are  no  motor  vehicles  or  gaso- 
line. 

Industry  and  commerce. — ^There  are  tanneries, 
soap  and  candle  factories,  and  flour  mills.  The 
last  use  the  power  of  windmills.  In  November  and 
December  fairs  are  held  at  which  peasants  ex- 
change cattle,  horses,  and  farm  products  for  other 
necessities  of  life.  About  4,000,000  rubles'  worth 
of  property  changes  hands  in  this  way  annually. 

The  Ishim  River  is  navigable  for  small  steamers 
as  far  as  Ishim  during  the  high  water  of  May  and 
June.  At  other  times  the  shallows  make  it  difh- 
cult  to  reach  the  city. 

From  Ishim  a  highway  runs  southward  about  153 
versts  up  the  valley  of  the  Ishim  to  Petropavlovsk, 
on  the  Moscow  branch  of  the  Trans-Siberian  Rail- 
way.    Another   highway,    in   only   fair   condition. 


ISHIM.  76 

goes  southwest  about  310  versts  to  Kurgan  and 
other  towns  on  the  same  railway.  A  large  lake 
lies  to  the  southwest  of  Ishim.  From  Ishim  to  the 
Ural  INIountains  the  railroad  roughly  follows  the 
Government  highway. 

In  the  vicinity  of  verst  273  is  a  large  level  prairie, 
with  no  trees  in  sight  and  little  cultivation. 
Houses  in  the  village  are  low  and  weather  beaten, 
with  heavily  thatched  hay  roofs. 

At  verst  300  the  soil  is  brown  and  good  for  grain. 
Much  of  the  land  is  cultivated.  The  land  continues 
flat  with  slight  swellings.  Because  these  swellings 
are  better  drained,  they  are  more  cultivated  than 
the  lower  stretches. 

202  oO-")  Karasulskaya.  Soon  after  passing  Karasulskaya  a 
broad  marshy  stretch  is  ci'ossed.  Brush  and  small 
white  birch  are  abundant.    Hay  meadows  prevail. 

225  339  Golyshmanovo.  Here  higher,  drier  land  with  normal 
cultivation  is  reached.  The  town  lies  on  the  right 
bank  of  the  Vagal  River,  which  the  route  crosses 
directly.  The  railroad  continues  northwest  in  the 
midst  of  a  broad  agricultural  region.  This  region 
is  flanked  on  both  the  north  and  south  by  partially 
wooded  swamps  that  cover  great  areas.  Hay  is  the 
chief  crop. 

Such  districts  are  common  throughout  the  west- 
ern part  of  the  Siberian  plain.  They  lie  in  the 
interstream  spaces.  The  banks  of  the  rivers  and 
l)road  belts  on  either  side  are  the  higher,  better- 
drained  areas.  These  are  therefore  taken  over  for 
farming,  and  are  the  inhabited  sections.  Tbey  look 
like  the  Dakota  prairies,  about  2.5  per  cent  culti- 
vated. The  soil  consists  of  1  foot  of  dark  loam 
.with  grayish  clay  subsoil. 

253  381  Onmtinskaya.  With  a  Cossack  guardhouse.  Along 
this  stretch  the  route  follows  up  a  small  western 
branch  of  the  Vagal.    The  railroad  towns  are  usu- 


76  OMSK  TO  VYATKA. 

ally  on  tlic  highway  and  also  on  a  river.  The  town.s 
from  which  the  stations  take  their  names  are  often 
out  of  sight  of  the  railway  line.  Brush  and  poplar 
cover  wide  areas. 

•2()1  4U2  Vagal.  Ilaih-oad  restaurant.  Vagal  is  aisD  located  on 
the  Vagai  River.  The  route  then  passes  to  the 
headwaters  of  another  small  stream.  The  land  is 
Hat  as  far  as  the  eye  can  reach,  with  about  one- 
fourth  under  cultivation.  The  other  three-fourths 
are  in  pasture  and  hay.  The  only  tiinher  is  fair- 
sized  white  birch. 

l!i)S  44li  Zavodo-Ukovskaya.  The  Tobol  River  is  crossetl  by  a 
bridge  more  than  1,000  feet  long. 

310  4G8  Yalutorovsk.  (Population,  5,000,  5  per  cent  Tar- 
tars.) Railroad  restaurant.  Yalutorovsk  is  located 
at  the  junction  of  the  Tobol  and  Iset  Rivers  on  the 
north  bank.  The  station  ordinarily  has  a  Cossa<-k 
guard.  River  boats  ply  the  Tobol  from  Kurgan 
on  the  south  past  Yalutorovsk  to  Tobolsk  on  the 
north,  but  are  apt  to  be  hindered  by  sand  bars  ex- 
cept in  the  late  spring.  Fairs  are  held  in  January, 
March,  September,  and  December.  A  fair  highway 
runs  due  west  from  Yalutorovsk  and  follows  up  the 
Iset  River  for  over  200  miles  to  Ostrovskaya, 
^^•hence  a  branch  railway  runs  north  about  28  miles 
to  Rogdanovich,  on  the  main  railroad.  Route  N. 

Our  route  proceeds  northwest  from  Yalutorovsk 
on  a  line  roughly  separating  the  swampy  land  at 
tlie  northeast  from  the  highly  cultivated  land  at 
the  southwest.  A  gootl  highway  runs  in  the  same 
dii'ection  as  the  railroad  and  not  far  from  it.  The 
soil  is  occasionally  sandy  and  in  low  ridges.  The 
trees  are  small  white  birch  and  poplar. 

^33  r>02  Bogandinskaya.  On  the  small  river  Pyshna.  About 
10  versts  beyond  the  station  a  large  lake  is  iiassed 
on  the  right.  The  country  is  very  flat  and  bushy 
without  much  cultivation. 


TYUMEN.  77 

537  Tyumen.  (Altitude  280  feet,  population  50,000.) 
Railroad  restaurant.  Tyumen  is  situated  wliere 
the  chief  highway  from  Russia  across  the  Urals 
touches  the  tirst  navigable  river  of  Siberia,  the 
Tura.  The  town  is  well  built  and  stands  on  both 
banks  of  the  Tura,  here  spanned  by  a  bridge.  Tyu- 
men is  a  district  town  of  the  government  of  To- 
bolsk.    (Photo.  No.  17.    Photo.  No.  18.) 

Military  facilities. — Barracks. — As  this  city  was 
once  the  point  of  embarkation  for  all  exiles  and 
prisoners  going  east,  all  buildings  used  as  prisons 
would  be  available  for  barracks.  These  would  be 
in  addition  to  the  regular  barracks. 

Camp  sites. — The  best  camp  site  would  l)e  on 
the  left  l)ank  of  the  Tura  River  near  which  is  an 
island,  where  Messrs.  Ignatyev  have  ;i  shipyard  and 
shop.  The  race  course  on  the  outskirts  of  the 
town  would  be  available  for  aeroplane  landing. 

Transport. — No  automobiles  and  not  many  horses 
are  available.    Chief  dependence  is  on  the  river. 

Repair  facilities. — Fairly  modern  equipment  in 
the  railroad  shops. 

Hospital  facilities  fair. 

Labor. — Mostly  Russians  and  friendly. 

TJie  city. — The  streets  are  broad  and  straight. 
As  in  all  Siberian  cities,  only  the  main  streets  are 
paved. 

Health.— Yi'wQV  water  is  supplied,  but  as  it  is 
muddy  it  must  be  filtered.  There  is  no  sewage 
system.  The  sewage  is  carried  out  of  the  city  and 
dumped  into  pits.  Notwithstanding  these  condi- 
tions, the  general  health  is  fairly  good. 

Food. — Since  this  is  a  dairy  region,  food  supplies 
are  fairly  abundant. 

Fuel. — Cordwood.  This  is  cut  above  the  city  on 
the  river  and  floated  down  on  rafts.  Poor  coal  may 
also  be  had  from  the  Ural  Mountains. 


78  OMSK  TO  VYATKA. 

Manufacturing. — The  people  of  Tyumen  are  well- 
known  for  their  industrial  skill.  Local  industries 
include  four  lumber  mills,  five  shipbuilding  yards 
handlinc;  annually  about  $250,000  worth  of  river 
craft  and  barges,  two  flour  mills  (output  7,500  tons 
per  year),  bell  factory,  brewery,  sheep-leather  fac- 
tory, cloth  factory  for  soldiers'  uniforms,  fur  fac- 
tory, three  machine  shops  handling  chiefly  agricul- 
tural machinery,  potteries,  soap  factories,  and 
match  and  veneer  factories.  A  large  shipyard,  sit- 
uated on  the  left  bank  of  the  river  Tura  and  be- 
longing to  Trape/nikova.  has  stationary  and  marine 
boilers,  a  machine  shop,  foundry,  blacksmith  shop, 
and  woodworking  shop.  A  large  flour  mill  1  mile 
from  the  city  has  its  own  repair  machine  shop. 

Transportation. — The  banks  of  the  river  Tura 
have  been  strengthened  so  that  railroad  cars  may 
be  brought  direct  to  the  steamers  to  facilitate  load- 
ing and  unloading.  Landing  places  belong  to  the 
Ship  &  Trading  Co.,  Kurbatov  &  Ignatyev,  and  sev- 
eral others.  Steamers  go  down  the  Tura  for  273 
miles  (412  versts)  to  Tobolsk  (population  21,400) 
and  755  miles  (1,140  versts)  up  another  branch  of 
the  Obi  River  to  Omsk,  and  from  Tobolsk.  1,197 
miles  (1.807  versts).  up  the  Obi  proper  to  Tomsk 
(pp.  91  and  92,  Part  III).  A  good  highway  follows 
down  the  Tura  to  Tobolsk.  Another  road  follows 
up  the  Tura  River. 

From  Tyumen  the  I'oute  strikes  due  west  across 
the  fertile  plain  amid  wheat  fields,  pasture  lands, 
and  wooded  tracts.  It  runs  to  the  north  of  the 
Pishma  River  and  roughly  parallel  to  it. 

869     557     Podyom. 

382  576  Karmak.  On  u  small  stream.  The  route  now  passes 
through  great  wheat  fields,  which  stretch  away  4  or 
5  miles  on  both  sides  of  the  track. 


KAMYSHLOV.  79 

394  594  Tugulym.  The  level  Siberian  plain  now  liejiius  to 
give  way  to  hilly  land,  for  here  begins  the  Pietlniont 
region  of  the  Central  I'rul  Mountains.  The  valleys 
become  deeper  and  deeper  and  the  flat  upland 
tracts  between  the  valleys  become  more  and  more 
narrow  as  the  Urals  are  approached. 

At  about  verst  G08,  there  is  a  phint  for  treating 
railway  ties.    Light  timber  abounds. 

404  610  Yushala.  Near  the  boundary  line  that  separates 
the  province  of  Tobolsk  and  Perm.'  Beyond  the 
station  a  sweeping  view  is  obtained  of  the  Pishma 
Valley  at  the  south.  This  view  continues  for  about 
65  miles  to  Kamyshlov.  Many  good-sized  villages 
are  seen  in  the  valley,  which  is  about  4  miles 
wide.  Valley  at  the  south  from  3  to  4  miles  wide. 
Poklevskaya.  (Altitude,  225  feet.)  Railroad  res- 
taurant. Country  well  cultivated  for  long  distances 
on  both  sides. 
Oshchepkovo. 
Aksarikha. 

469  708  Kamyshlov.  (Altitude,  325  feet.  Population.  9,9tKJ.) 
Railroad  resturant.  Kamyshlov  is  a  district  town. 
Irbit  (population.  8.600).  lies  about  74  miles  to  the 
north  of  Kiimyshlov  and  is  connected  with  it  by 
dili.gence.     (  See  Route  X.  Branch  2. ) 

Along  this  part  of  the  route  much  of  the  land  is 
under  cultivation,  especially  at  the  north.  Fine 
crops  are  the  rule.  Wheat  and  oats  are  the  chief 
crops.  St)il  is  very  dark.  At  the  south  there  are 
forests  in  patches. 

483  72!t  Pyshminskaya.  Soil  very  dark  and  rich.  Country 
is  well  settled.  Pat<-hes  of  white  birch  and  poplars 
scattered  among  the  fields. 

About  verst  741,  it  is  reported,  railway  branches 
run  both  to  the  north  and  south  to  newly  developed 
coal  mines.    Railways  and  mine  owned  by  a  private 
company. 
875G9— 18— PT  4- 6 


^55 

641 

444 

070 

458 

690 

80  OMSK  TO  VYATKA. 

496  748  Bogdanovich.  (Altitude,  550  feet.)  Railroad  res- 
taurant. The  station  exports  80,000  tons  annually 
of  various  products.  A  branch  railroad  (Route  N, 
Branch  1)  runs  south  and  southeast  to  Shadrinsk 
on  the  Iset  River.  Broad  views  are  obtained  of 
the  country,  which  is  nearly  all  under  cultivation 
as  far  as  the  eye  can  reach.  Oats  are  a  favorite 
crop  bore. 
509    767     Gryaznovskaya.    The  town  lies  on  the  highway  well 

to  the  north  of  the  station. 
533    789     Bazhenovo.      (Altitude,  785  feet.)     The  town  is  lo- 
cated on  the  Bolshoi  Reft.    Twenty-three  miles  to 
the  nortli  are  emerald  min.es.     Forests  are  scat- 
tered and  trees  small. 
536     809     Kosulino.     The  route  winds  considerably  to  find  the 
best  grades.     Soil  is  a  brownish  clay,  with  just  a 
tinge  of  red. 
548    827     Istok.     In  the  bottom  of  a  valley.     Pine  woods  pre- 
vail here,  with  some  trees  as  large  as  10  inches  in 
diameter. 
555     837     Yekaterinburg  Station,  in  the  eastern  end  of  the  city. 
558     841     Yekaterinburg.       (Altitude,     870     feet;     population, 
75,000.)      Raili'oad  restaurant.     The  chief  station 
is  at  the  northern  end  of  the  city.     (Photo.  No.  20.) 
Location. — Yekaterinburg,  a  district  town  in  the 
Government  of  Perm,  lies  on  both  sides  of  the  Iset 
River,  a  branch  of  the  Obi  at  the  eastern  base  of 
the  Ural   Mountains.      (Photo  No.   21   and   Photo 
No.  22.) 

Details  of  city. — The  main  streets,  broad  and 
straight,  are  cobbled  and  generally  have  sidewalks, 
but  the  clay  side  streets  and  country  roads  are 
very  muddy  after  rain.  There  are  no  street  cars, 
and  passenger  traffic  depends  on  several  hundred 
4-wheeled  cabs. 

The  houses  in  the  center  of  town  are  brick  or 
stone ;  those  on  the  outskirts,  log.     Roofs  arc  V- 


YEKATERINBURG.  81 

shaped  and  covered  with  roofing  iron  or  boards. 
Lighting  is  usually  by  electricity,  but  kerosene  i.s 
used  in  the  poorer  houses.  Wood  is  mainly  used 
for  fuel  in  heating  the  houses  and  coolving.  Coal  is 
abundant. 

Large  barracks  are  on  the  west  side  of  the  town. 

Importance. — Yekaterinburg  is  the  most  impor- 
tant place  in  the  LTral  Mountains.  This  is  due  pri- 
marily to  its  location  at  the  eastern  entrance  of  a 
convenient  pass  over  the  Ural  Mountains.  Because 
of  this  location  the  main  railroad  from  Petrograd 
to  Vladivostok  passes  through  this  city.  The  im- 
portance of  the  city  is  further  enhanced  by  tlie  rich 
mineral  deposits  of  the  Central  L'^rals.  It  is  a  trad- 
ing center  for  many  mining  towns. 

Military  facilities — Barracks. — The  number  of 
men  that  can  be  quartered  in  barracks  is  not  as 
great  as  at  Chelyabinsk,  although  there  are  a  large 
number  of  buildings  in  course  of  construction  and 
some  have  been  finished.  Mention  may  be  made  of 
the  Gostiny  Dvor,  a  large  concrete  building  holding 
1,000  to  1,200  soldiers. 

Billets. — A  large  number  of  private  houses  are 
available. 

Camp  sites. — Many  good  camp  sites  can  be 
formed  in  the  neighborhood  of  the  town.  Schert- 
tash  in  particular,  a  summer  resort  3  miles  away, 
on  a  lake  with  good  drinking  water,  would  furnish 
by  far  the  best  camp  site. 

Repair. — Since  Yekaterinburg  is  a  manufactur- 
ing city,  good  facilities  exist  for  repairs.  The 
Za^•od  and  A'erkhiii-lsetski  works  are  hut  two  of 
many  iron  works  with  modern  equipment.  In  ad- 
dition, a  large  shop  is  operated  by  the  railroad. 

Transport.— Mechfinicnl  means  of  transport  are 
very  limited  and  transport  animals  are  not  avail- 
able, as  they  have  been  used  of  late  for  food. 


82  OMSK  TO   VYATKA. 

Labor. — Plenty  of  labor  is  available,  chiefly  peas- 
ants, who  are  for  the  most  part  Great  Russians. 

Acrojflanc  lamlinf/  places.  —  The  large  hiiiiio- 
(Ironie,  used  for  hoi-se  racing  and  other  sports, 
would  furnish  a  good  site  for  aeroplane  landings. 
This  lies  between  the  Verkhni-Isetski  Iron  Works 
and  the  town. 

Hospitals. — Facilities  very  good.  Three  private 
hospitals,  belonging  to  local  physicians,  may  be 
noted.  The  eye  hospital  is  of  unusual  excellence 
for  Russia. 

Inhabitants. — The  intelligent  classes  would  be 
friendly,  but  since  this  is  a  factory  town  it  has 
been  the  center  of  Bolshevik  activity. 

Health. — The  w^ater  supply  is  obtained  from 
springs  and  wells  on  the  outskirts  of  the  town. 
There  are  neither  wells  nor  cisterns  attached  to 
individual  houses.  The  water  is  hard,  but  good. 
Since  the  pumping  is  insufficient,  much  water  has 
to  be  carted  into  the  city.  There  is  no  sewerage 
system.    The  health  conditions  are  unusually  good. 

Communications. — A  telephone  system  covers  the 
town  and  outlying  districts,  with  about  800  sub- 
scribers. Wooden  poles  are  used  to  support  the 
wires.  Service  fair.  Regular  Government  tele- 
graph service. 

Tran-fportation. — Besides  the  main  east  and 
west  railroad,  the  city  has  two  others.  From 
Yekaterinburg  a  branch  railroad  runs  north  (see 
Route  P)  to  many  mining  centers.  These  are.  in 
turn,  connected  by  rail  with  Perm  via  Bissersk. 
Another  railroad  runs  south  and  skirts  the  eastern 
l)ase  of  the  I'ral  IVIountains  from  Yekaterinburg  to 
Chelyabinsk.  (For  details  see  Route  M.)  Here  it 
connects  with  the  main  line  from  Omsk  to  Mos- 
cow. Some  trains  between  Petrogi-ad  and  Vladi- 
vostok   use    this    Yekaterinburg-Chelyabinsk    con- 


YEKATERINBURG.  83 

nection.  A  Government  highway  also  runs  along 
the  railroad.  Another  highway  runs  north  from 
Yekaterinl)urg.  The  country  roads  are  very  good 
and  motor  transport  could  be  used. 

Industries. — There  are  three  large  Hour  niills,  a 
foundry  and  machine  .shop,  wire-rope  works,  match 
factory  (output  60.000  boxes),  a  six-story  steam 
mill  almost  in  center  of  town  near  a  i^ond,  h 
cloth  factory,  and  several  oil  manufactories.  In 
Verkhni-Iset,  less  than  a  mile  away,  are  works 
consisting  of  blast,  refining,  and  puddling  fur- 
naces, rolling  mills,  and  machine  shoi)s.  These  are 
on  a  lake  7  miles  long  by  2  miles  wide.  Output 
of  works  is  about  6,300  tons  of  steel  and  4,.500  tons 
of  commercial  shaped  steel.  Roof  iron  is  also  sup- 
plied. One  thousand  five  hundred  men  are  em- 
ployed. The  Yates  foundry  and  shops  are  near  the 
railroad  station. 

Strategic  center. — From  a  military  point  of  view 
Yekaterinburg  is  a  strategic  point  of  the  first  rank. 
It  guards  a  main  railway  route  over  the  Urals  antl 
taps  mineral  regions  which  produce  war  necessi- 
ties, especially  platinum.  The  forces  that  hold  the 
city  and  the  surrounding  heights  are  likely  to  domi- 
nate the  four  railroads  and  two  highways  that 
converge  upon  it.  Mort'over,  the  plains,  both  at  the 
east  and  west  of  the  Central  Urals,  are  likely  tc. 
be  dominated  for  considerable  distances  by  the  pos- 
sessors of  this  city.  There  is  no  center  of  greater 
strategic  value  between  Omsk  and  Perm. 

Fortijicaiion. — Although  the  city  is  unfortified 
in  the  ordinary  sense,  yet  the  large  iron  works 
with  their  great  piles  of  ore,  scrap  iron,  and  pig 
Iron  were  used  as  fortresses  in  the  revolution, 
trenches  having  been  dug  at  many  places.  Forces 
controlling  these  could  dominate  the  town,  and 
with  the  great  sluices  at  the  iron  works  could  inun- 
date it. 

I 


Route  N,  Branch  1. 

RAILROAD— BOGDANOVICH  TO  SHADRINSK. 

GENERAL  DESCRIPTION. 

Tliis  brancli  railway  runs  to  the  af^rieultural  and  mining  re- 
gion south  and  southeast  of  Uogdauovicli,  passing  througli  hilly 
country  whicli  slopes  to  the  plains  at  the  east. 

Tlie  line  runs  southwest  38  versts  (25  miles)  to  Sinarskaya. 
ciiiefly  over  upland,  then  turns  sharply  to  the  southeast  and 
follows  down  the  Iset  Valley,  a  tributary  of  the  Tura.  It 
crosses  the  Iset  or  its  tributaries  at  intervals,  but  never  is  far 
from  the  river. 

A  telegraph  line  and  post  road  run  parallel  to  the  railroad. 
Occasionally  they  lie  on  the  opposite  side  of  the  river  from  the 
railroad.  The  telegraph  continues  down  the  valley  to  Kres- 
inovskoye,  about  20  versts  beyond  the  terminal  of  the  railway, 
and  the  post  road  follows  the  Iset  to  Yalutorovsk.  Other  post 
roads  connect  this  line  with  stations  on  the  Siberian  railways. 

DETAILED  DESCRIPTION. 

Distance 

from 

Bogdanovich. 

V.  M. 

0  0     Bogdanovich.    From  Bogdanovich  the  railway  goes 

southwest,  crosses  a  small  valley,  and  runs  along 
an  upland  surface  called  Barsuchya  Steppe.  It 
descends  into  the  Iset  Valley  at  the  junction  of 
the  Kamenaya  and  Iset  Rivers.  The  country  is 
chiefly  agricultural.  About  20  per  cent  is  for- 
ested, with  birch  a"nd  pine  predominating. 
2.1  3S     Sinarskaya.     On  the  north  side  of  the  River  Iset. 

This  station  exports  80.000  tons  of  iron,  steel, 
and  agricultural  products  annually.     The  town 
has  a  population  of  10.000.     It  has  four  churches, 
84 


SINARSKAYA.  85 

several  schools,  a  small  hospital  with  15  beds, 
and  about  160  little  domestic  shops,  whose  out- 
put amounts  to  $675,000  annually.  Several  flour 
mills  are  not  far  distant.  District  fairs  are  held 
here  four  times  a  year. 

A  few  miles  up  the  river  are  located  the  rov- 
ernment  iron  and  steel  works  of  Kamennaya. 
Here,  too,  are  machine  and  blacksmitli  shops, 
where  some  gtin  parts  and  shells  are  made. 
Near  by  are  asbestos,  gold,  and  tungsten  mines 
and  small  deposits  of  hard  coal.  During  the 
war  some  tungsten  steel  was  made,  but  to  what 
extent  is  not  known. 

Post  roads  run  from  Sinarskaya  to  Yekaterin- 
burg and  Bogdanovich.  A  third  goes  to  the 
southeast,  parallel  with  the  railway.  A  railroad 
is  under  construction  to  the  important  mines  of 
Sinarski,  at  the  south. 

The  railway  crosses  the  Iset  River  and  con- 
tinues southeast. 

38  58     Kolchedan.    The  line  continues  southeast,  close  to 

the  river. 

49  74     Chuga.     On  the  river  at  the  junction  with  a  small 

branch.  The  line  turns  to  the  east,  keeping  close 
to  the  river. 

56  85    Kataisk.     A  post  road  runs  south  to  Chelyabinsk. 

The  line  bends  to  the  southeast,  then  east. 

69  105  Dalmatov.  (Population,  4,000.)  On  the  lliver  Iset 
at  the  junction  of  a  small  branch.  The  town  lies 
on  the  opposite  side  of  the  river  from  the  sta- 
tion. It  has  several  churches,  public  schools,  and 
a  large  monastery.  Home  industries  havfe  an 
annual  output  of  $50,000.  District  fairs  are  held 
twice  a  year.  The  town  is  the  center  of  an  agri- 
cultural region. 

The  railway  continues  down  the  valley,  crosses 
the  river,  and  follows  the  left  valley  slope. 


86 


YEKATERINBURG  TO  IRBIT. 


84  127  Leshevo-Zamarayevo.  "JMic  viliii^'t^  lies  sfujtli  of  the 
station. 

J)!)  140  Shadrinsk.  Jtailroiid  rostiuirant.  (l'oi)ulati<tn. 
12.000.)  'I'li«  town  lies  on  the  north  bank  of  the 
Iliver  Iset.  It  has  a  large  monastery  and  sev- 
eral churches  and  schools,  including  a  high 
school  for  boys  and  girls.  There  are  about  308 
manufacturing  establishments,  including  .several 
tlour  mills,  with'  an  annual  output  valued  at 
$2,000,00<J.  Most  of  the  industries  are  of  the 
domestic  type,  employing  only  the  members  of 
the  fanuly.  Three  times  a  year  fail's  are  held. 
At  such  times  local  agricultural  products,  such 
as  grains,  butter,  hemp,  horses,  and  cattle,  are 
exchanged  for  simple  manufactured  goods  from 
western  Europe.  Salt  is  found  near  by.  About 
20  per  cent  of  tbe  surrounding  region  is  forested. 
Post  roads  run  northwest  to  Kamyslilov,  south- 
east to  Yurgamysh,  and  northeast  down  the  Iset 
to  Yalutorovsk.  The  railroad  is  projected  to 
Kurgan  on  Route  L. 

EouTE  N,  Branch  2. 

YEKATERINBURG  TO  IRBIT. 


Distance  from 

Ycka- 

teHnhurfj 

(roughly 

estimated. ) 

Miles.    Vorsts. 

0  0     Yfekaterinburg.     This  line  curves  around  the  south 

end  of  a  ridge  and  runs  northeast.     It  crosses  a 
small  valle.v,  rises  to  the  upland,  and  crosses  it. 
10  28     Monetnaya.     A  station  on  the  upland.     The  roatl 

continues    northeast    along   the   upland    and   de- 
scends into  a  small  valley. 
MO  4."     Riidyanskaya.     A  station  in  a  small   valley.     The 

road   follows   the  valley   a    short   distance,   then 


IRBIT.  87 

rises  out  of  the  valley,  crosses  a  divide,  and  de- 
scends into  another  small  valley. 
C,r,  Ryozh.  A  station  in  a  small  valley.  The  roa<l 
rises  out  of  the  valley,  continues  northeast  over 
some  hills,  and  descends  into  the  Irbit  Basin. 
!>.".  Yegorshino.  (^n  a  small  tributary  of  the  Irbit 
River.  Near  i»y  aie  inm  mines.  A  uorth-and- 
.south  railway  nitets  this  line  at  Yegorshino  (see 
Route  P-1).  The  line  turns  almost  to  the  east, 
leaves  the  valley,  crosses  some  hills,  and  entei's 
the  Irbit  Valley,  but  soon  leaves  it  again. 

117  Boyarskaya.  On  the  upland.  Nearby,  to  the  south, 
are  the  Irbitski  iron  works.  The  line  continues 
northeast  along  the  upland. 

142  Khudyakovo.  The  line  drops  down  into  the  Irbit 
Valley,  which  it  follows  for  a  short  distance,  then 
continues  northeast  and  avoids  the  great  curve 
made  by  the  river  before  it  enters  the  Neiva. 

170  Irbit.  (Population,  21,000.)  In  the  Perm  Govern- 
ment, at  the  junction  of  the  Irbit  and  Neiva 
Rivers.  Irbit  is  famous  for  its  annual  fair, 
which  is  held  from  February  1  to  March  1.  This 
is  a  general  market  for  goods  from  European 
Russia,  the  Caucasus,  a  part  of  Siberia,  and  the 
Steppe  district.  Buyers  assemble  from  all  over 
Russia,  western  Europe,  China,  and  even  the 
United  States.  Generally  57  per  cent  of  the  busi- 
ness is  with  Eui-opean  Russia  and  the  Caucasus, 
40  per  cent  with  Siberia,  and  3  per  cent  with  the 
foreign  countries.  The  annual  trade  has 
amounted  to  $28,000,000  at  its  maximum,  but  the 
average  is  .S16.000,000. 

Furs,  which  eventually  enter  the  markers  of 
London  and  Leipzig,  are  the  most  important 
articles  of  trade.  Wool,  cotton,  flax,  heniii,  tea, 
leather,  and  hides  enter  into  tlie  trade,  and  manu- 
factured goods  in  wool,  metals,  silk,  homemade 


88  OMSK  TO  VYATKA. 

(ku.starni)  leather  goods,  and  felt  are  bought 
and  sold. 

A  post  road  runs  south  from  Irbit  to  Kaniysh- 
lov  on  the  Siberian  Railway,  and  another  north- 
west to  Verhoturye  (Route  U-2). 

It  is  reported  that  the  continuation  of  Routt- 
N,  Branch  2,  northeast  to  Turinsk,  on  the  Tura 
River,  has  recently  been  completed. 

CONTINUANCE  OF  ROUTE  N, 

From  the  northei*n  station  of  Yekaterinburg 
the  route  first  runs  northwest  about  10  versts 
(7  miles)  along  the  eastern  borders  of  a  large 
lake.  Along  this  stretch  the  track  is  used  in 
common  with  the  railroad  north  to  the  Central 
Urals.  The  grades  are  so  heavy  that  two  en- 
gines are  required  to  pull  the  train.  It  often 
happens,  however,  that  the  casual  traveler  cro.sses 
the  Urals  in  this  section  without  realizing  it. 
The  "  mountains "  as  seen  from  the  train  are 
less  imposing  than  the  Berkshire  Hills  of  west- 
ern Massachusetts.  The  approach  from  the  east 
is  much  steeper  than  the  descent  toward  the 
west.  The  forests  of  the  Central  Urals  are 
chiefly  evergi-eens,  with  a  scattering  of  birches 
^f  fair  size.  The  evergreens  yield  logs  up  to  15 
and  20  inches  in  diameter.  The  larger  lumber, 
however,  has  already  been  taken  from  the  for- 
ests near  the  railway. 

17  26    Khrustalnaya.     In  the  vicinity  of  the  watershed 

between  the  headwaters  of  the  Ob  flowing  into 
the  Arctic  Ocean  and  those  of  the  Volga  flowing 
into  the  Caspian  Sea. 

27  40    Revda.     The  railroad   winds  into   the  Chusovaya 

Valley  and  finds  this  town  on  its  slopes.  The 
valley  and  its  small  swift  river  are  crossed  to  the 
left  bank.    The  line  follows  down  the  Chusovaya 


BILIMBAI.  89 

Valley  for  25  versts  (17  miles).  The  land  is  very 
fertile  and  well  cultivated. 

29  44    Railroad  Siding  No.  70.     A  branch  railroad  runs 

south  for  G  versts  up  a  mountain  valley  to  Bar- 
anovskaya. 

30  .14     Bilimbai.     In  the  Chusovaya  Valley.     Tlie  town  of 

Bilimbai,  of  considerable  size  (Population  7,(X)0). 
lies  on  the  opposite  side  of  the  river.  Near  the 
station  on  the  small  River  Bilimbaya  are  large 
steel  and  iron  works.  About  3  miles  from  the 
works,  on  the  River  Chusovaya  is  a  wharf  be- 
longing to  the  works,  from  which  more  than 
15,000  tons  of  steel  are  exported  into  the  interior 
of  Russia.  In  the  vicinity  of  the  station  are 
large  deposits  of  gold  and  iron  ore.  Near  by  is 
a  hospital.  Farther  on,  a  highway  from  Bilim- 
bai crosses  the  river  and  the  railroad. 

47  71     Koiirovka.    Railroad  restaurant  (population  4,500 K 

On  the  high  left  slope  of  the  Chusovaya  Valley, 
close  to  the  River  Utk.  The  Utk  Iron  &  Steel 
Works,  near  station  on  the  Chusovaya  River, 
export  15,000  tons  of  steel  annually.  Farther 
down  on  the  Chusovaya  River  the  Utk-Denidova 
Steel  &  Iron  Works  are  situated  in  a  village  of 
7,000  persons.  Nearby  is  a  wharf,  also  a  small 
shipyard  for  building  barges  and  tugs.  Soon  the 
railroad  leaves  the  Chusovaya  Valley,  turns  to 
the  west  and  rises  with  heavy  grades  toward  the 
Kirgishan  Pass.  On  the  other  side  of  the  pass  a 
broad  view  of  the  country  reveals  a  high  plain 
into  which  an  intricate  river  system  has  cut  an 
equally  intricate  system  of  valleys,  varying  in 
depth  according  to  the  volume  of  water. 

66  99     Sabik.     The  route  descends  gradually.     An  occa- 

sional broad  view  westward  is  obtaiiaed.  The 
railroad  keeps  to  the  surface  of  the  upland  plain, 
and  bends  to  the  northwest  to  avoid  valleys. 


90  OMSK  TO  VYATKA. 

70  110  Sarga.  Deep  valleys  extend  from  the  town  both 
to  Ihe  northeast  and  south.  Four  miles  south 
of  the  station  is  a  town  of  15,000  people,  which 
is  supported  by  important  iron  works.  Large 
iron  deposits  with  ore  running  from  45  to  55  per 
cent  of  iron  lie  near  by. 
00  1'?(i  Shalya.  Jtailroad  restaurant.  Slill  anolluM-  iiji- 
land  town.  The  valley  of  the  Sylva  lies  to  th-^ 
north.  The  Sylva  Kiver  rises  in  a  lake  at  the 
northeast.  About  3  miles  from  the  station,  on 
tiie  bank  of  the  Sylva  River,  are  steel  and  iron 
works,  wliieh  manufacture  open-liearth  steel  and 
sheet  steel.  Soon  after  leaving  Shalya  the  rail- 
way crosses  a  valley. 

101  152  Vogulka.  In  the  center  of  a  large  upland  tra<t. 
I'roiu  the  margins  of  this  tract  the  laud  slopes 
;ibruptly  into  valleys. 

Ho  171  Shamary.  This  town  is  located  at  the  junction 
of  the  valleys  of  the  Sylva  and  the  Volgulka. 
The  railroad  rises  out  of  the  valley  by  a  curve 
and  crosses  another  upland  surface  in  about  20 
versts.  It  then  crosses  a  shallow  valley  to  Kor- 
don.  on  the  opposite  slope. 

130  190  Kordon.  llailroad  restaurant.  Still  another  up- 
land surface  is  traversed  and  another  shallow 
valley  crossed. 

142  214  Tiilumbasy.  In  the  center  of  a  small  upland  tract. 
The  line  goes  to  the  edge  of  the  miniature 
plateau  and  gradually  descends  into  the  valley 
of  the  Sylva. 

152  220  Shumkovo.  The  Sylva  River  is  crossed  and  Kishen 
is  reached  down  the  valley. 

100  242  Kishert.  A  valley  town.  Leaving  Kisherr  the 
railroad  crosses  the  Sylva  on  a  70-foot  steel 
bridge  and  continues  down  the  Sylva  to  Kungiir. 

172  261  Kungur.  (Population  18,000.)  Kungur  lies  in  a 
fertile  valley  at  the  junction  of  the   Iren  with 


KUNGUR.  91 

the  Sylva.  It  is  the  most  important  town  he- 
tween  Yekaterinburg  and  Perm.  Highways  run 
fi^m  Kungur  to  the  south,  east,  and  west.  Still 
another  runs  northwest  to  Perm  parallel  to  the 
railroad.  Unlike  most  important  railroads  in 
Russia  the  section  from  Yekaterinburg  to  Kun- 
gur  is  not  followed  by  a  highway. 

In  the  spring  and  early  summer  Kungur  has 
transportation  by  side-wheel  steamers  down  the 
Sylva  to  Perm.  The  river  curves  so  much  that 
the  distance  by  water  is  about  twice  as  great 
as  by  rail.  Exports  by  this  waterway  amount  to 
12,000  long  tons  annually. 

In  ordinary  times  Kungur  manufactures 
leather,  boots,  gloves,  overcoats,  iron  castings, 
and  machinery.  There  are  33  tanneries,  3  soap 
factories,  several  flour  mills,  and  3  brickyards. 
Nearly  1,000  families  are  engagefl  in  making 
shoes  and  gloves.  There  are  itsually  stored  in 
the  city  quantities  of  cereals,  tallow,  linseed,  and 
tea. 

From  Kungur  the  railway  strikes  to  the  west, 
leaves  the  valley  of  the  Sylva  and  follows  up 
the  valley  of  a  small  branch  stream.  As  it  pro- 
ceeds it  gradually  bend.s  to  the  northwest. 

187  283  Yergach.  A  small  town  located  between  the  rail- 
road and  the  stream.  Seven  miles  Avest  are  the 
hills  called  Ostraya,  Belaya,  and  Savle  with  cop- 
per deposits.  At  their  foot  is  a  copper  smelting 
village  of  4.000  people.    The  route  gradually  rises. 

203  306  Kukushtan.  This  town  is  on  the  stream  where 
it  is  crossed  by  the  railroad.  In  the  neighbor- 
hood is  a  large  copper  smelter.  About  10  versts 
beyond  the  railroad  reaches  the  level  of  the  up- 
land.   About  one-third  of  the  region  is  forested. 

216  326  Miiiyanka.  (I'opulation  10.000.)  A  road  runs  to 
the  southwest  to  a  town  7  miles  away,  containing 


92  OMSK  TO   VYATKA. 

important  copper  smelters.  A  shallow  valley  is 
crossed,  a  stretch  of  the  upland  is  traversed,  and 
Term  is  reached.  , 

235        355    Perm.     (Altitude,  300  feet ;  population,  105,410.) 

Location  and  characicr. — ^Perm,  the  capital  of 
the  Pi*ovince  of  Perm,  stands  on  the  left  hank  of 
the  navigable  Kama.  The  town  is  mostly  built 
of  Mood  with  broad  streets  and  wide  squares  but 
has  a  somewhat  dilapidated  aspect.  f  Photo 
No.  23.) 

Chief  buildings. — The  most  important  buildings 
in  Perm  are  barracks,  capable  of  holding  20.000 
soldiers;  an  artillery  school;  the  district  anrl 
Perm  government  buildings ;  large  fair  build- 
ings; several  boys'  and  girls'  high  schools;  the 
Perm  district  drug  store  and  warehouse ;  and 
the  warehouse  at  the  wharf  on  the  River  Kama. 
(Photo  No.  24.) 

Transportation. — Besides  being  on  the  chief 
railroad  from  Petrograd  to  Siberia,  Perm  is  the 
western  terminus  of  a  railway  network  of  the 
mining  towns  of  the  central  Urals  (see  route 
P).  of  which  Yekaterinburg  is  the  southern  ter- 
minus. ^Moreover,  Perm  is  the  focus  of  four  navi- 
gable waterways,  southwestward  down  the  Kama, 
northward  up  the  Kama,  eastward  up  the  Chu- 
sovaya, and  southeastward  up  the  Sylva.  Dur- 
ing the  ice-free  seasons,  especially  in  the  spring 
when  the  rivers  are  deepest,  these  waterways  are 
busy  roiites.  They  are  used  chiefly  to  convey 
heavy  iron  goods  into  Russia.  During  the  sum- 
mer regular  steamboat  communication  is- main- 
tained with  Kazan,  605  miles  to  the  .southwest. 

Perm  is  also  served  by  three  Government  high- 
ways. One  runs  north  roughly  parallel  with  the 
Kama.  Another  runs  southwest  to  the  important 
town    of   Okhansk,   thence  westward.     Both   of 


FEHM.  98 

these  are  followed  by  telephone  lines.  The  thirrS 
runs  south  with  the  railroad  we  have  followed. 

The  city  annually  exports  by  rail  73,000  tons 
of  goods  and  imports  54,000  tons.  By  the  Kama 
River  it  imports  126,000  tons  and  exports  144.000 
tons. 

Industries. — Perm  has  such  close  touch  with 
the  iron,  copper,  and  coal  mines  and  forests  of 
the  central  Urals  that  it  has  naturally  become  a 
manufacturing  center  for  iron,  copper,  and 
wooden  goods.  The  city  has  important  sawmills, 
shipbuilding  yards,  machinery  works,  copper 
foundries,  and  chemical  factories.  Tanneries 
also  are  important,  as  well  as  soap  and  candle 
factories.  A  phosphorous  plant,  situated  just 
outside  the  city  on  the  bank  of  the  River  Dan- 
ilikhy,  is  one  of  the  largest  in  Russia.  Before  the 
war  it  sent  goods  even  to  Germany,  Sweden,  and 
England. 

About  3  miles  northeast  from  the  city  is  situ- 
ated Motovilikha,  a  large  Government  arsenal, 
employing  about  15.000  men  in  1916.  Population 
of  the  town  is  over  30,000.  Enlargement  of  the 
plant  during  the  war,  with  the  addition  of  equip- 
ment from  the  United  States  and  England,  has 
made  it  one  of  Russia's  modern  arsenals.  Its 
buildings  include  a  shell  and  shrapnel  plant  and 
a  main  machine  shop  equipped  with  large  steam 
hammers  with  a  capacity  of  50  long  tons.  The 
output  consisted  of  3-inch  field  guns  (about  32 
or  34  batteries,  1917,  per  month),  rifles  (about 
10,000  a  month),  machine  gims  (about  100  per 
month),  16-inch  rifle  cannon,  shells  from  3  to  6 
inches,  shrapnel,  detonators  (about  25,000  per 
month),  hand  grenades,  and  time  fuses.  The 
plant  was  also  building  ships,  tugs,  marine  and 
stationary  boilers,  and  steam  engines.     It  was 


94  OMSK  TO  VYATKA. 


being  run  by  the  Bolsheviki  in  the  summer  of 
1918.  About  one-half  mile  from  the  arsenal  on 
the  River  Kama  are  two  islands.  Just  opposite, 
on  the  left  bank  of  the  River  Kama,  are  the  Nobel 
Oil  Co.'s  kerosene  and  gasoline  reservoirs. 

Near  Perm  is  a  copper  smelting  plant  belonging 
to  the  Government  and  under  the  same  manage- 
ment as  the  gun  plant.  Copper  ore  is  brought 
to  the  smelter  from  five  different  copper  mines, 
situated  from  4  to  21  miles  distant.  Annual  pro- 
duction of  this  plant  is  90  tons.  The  copper 
smelted  is  the  best  from  the  Ural  ilountains. 
It  is  used  by  Government  mints. 

Strutcffic  value. — Perm  possesses  high  strate- 
gic value.  This  results  chiefly  from  the  fact 
that  the  city  is  such  a  center  of  transportation. 
The  forces  holding  it  would  be  able  to  cut  the 
chief  railway  from  Petrograd  and  northern  Rus- 
sia to  Siberia.  Moreover,  such  forces  would  com- 
mand the  easiest  exits  of  the  mineral  resources 
of  the  central  Urals.  Perm  would  make  an  excel- 
lent base  for  troops  operating  at  the  west.  The 
richness  of  the  regions  to  which  it  has  easy  ac- 
cess makes  the  city  economically  valuable. 

CONTINUANCE   OF  THE   ROUTE. 

The  route  leaves  the  station  in  the  western 
part  of  Perm  and  soon  crosses  the  Kama  on  a 
bridge  970  yards  long.  The  bridge  affords  a  com- 
manding view  of  town.  From  the  height  near  the 
western  bridgehead  light  artillery  might  readily 
sweep  the  whole  city. 

The  railroad  soon  turns  down  the  valley  of  the 
Kama  and  gradually  rises  to  higher  levels  on  the 
right  slope.  At  about  verst  R70  the  route  bend's 
to  the  northwest,  leaves  the  Kama  Valley,  and 


SHABUNICHI.  96 

climbs    to    the    upland    surf:ice.      Several    siiiall 
branch  valleys  are  crossed. 

251)  31H  Shabunichi.  A  town  on  the  upland  surface  with  a 
wide  outlook  over  the  surrounding  country. 
From  this  station  4,000  tons  of  steel  products  are 
shipped  annually.  In  general,  the  land  is  fairly 
well  cultivated  with  some  patches  of  forest.  The 
route  crosses  a  number  of  -branch  valleys  of  the 
Kama. 

276  416  Grigoryovskaya.  A  town  near  the  edge  of  a  broad 
upland  tract.  An  iron  plant  near  by  exports  180 
tons  of  goods  annually.  The  route  now  maRes  a 
broad  sweep  to  the  north  around  the  head  of  a 
branch  valley.  At  about  verst  429  a  road  is 
crossetl. 

For  84  versts  (56  miles)  to  Kuznia  the  rail- 
road runs  parallel  with  and  8  versts  south  of  the 
Orba  Valley. 

294  443  Mendeleyevo.  Between  the  head  of  two  minor  val- 
leys. The  village  of  Karagaiskoye  lies  7  miles 
north  of  the  station ;  population,  1,000.  The 
route  now  strikes  to  the  southwest. 

310  468  Vereschagino.  Railroad  restaurant.  Village  of 
same  name  lies  1  mile  north  of  station.  In  this 
region  are  fine  forests  of  pine  and  birch.  The 
station  exports  4.000  tons  of  farm  and  forest 
products.  A  road  runs  to  the  north  and  to  the 
south.  The  one  to  the  south  connects  via 
Okhansk  with  Perm,  a  distance  of  about  110 
miles.  The  town  is  at  the  center  of  a  large 
upland  tract.  The  route  continues  to  the  south- 
west. 

324  489  Borodulino.  Near  the  northern  maj'gin  of  a  broad 
upland  stretch.  Nine  thousand  tons  of  farm 
products  leave  the  station  annually.  Small  biirli 
and  pine  are  abundant  in  clumps.  The  region  is 
still  fairly  well  cultivated. 
87569 — 18 — PT  4 7 


96  OMSK  TO  VYATKA. 

340  513  Kuzma.  On  the  boundary  line  between  the  Perm 
and  Vyatka  districts.  The  route  follows  along 
the  edge  of  a  minor  valley,  crosses  an  upland 
stretch,  and  descends  into  a  minor  valley  to  Kez. 

353  533  Kez.  Near  the  station  is  the  village  of  Yuski.  Pop- 
ulation, 1,000.  The  railroad  climbs  out  of  the 
valley  to  the  upland,  across  which  it  strikes  due 
west  for  13  versts.  Thin  forests  of  birch  and  pine 
prevail. 

At  about  verst  551  a  road  runs  south.  The  route 
then  descends  into  the  Cheptsa  Valley,  the  largest 
encountered  since  leaving  the  Kama.  The  river 
is  crossed  by  a  105-foot  steel  bridge  and  the  town 
of  Cheptsa  is  reached  on  the  opposite  slope. 

367  553  Cheptsa.  The  station  exports  2,000  tons  of  farm 
and  forest  products.  A  glass  factory  is  located 
nearby.  Fine  forests  abound.  The  railroad  now 
follows  down  the  valley  of  the  Cheptsa  on  the 
left  slope.    Broad  views  are  obtained  on  the  right. 

387  583  Balezino.  The  station  is  on  the  left  bank  of  the 
river.  The  town  itself  is  6  miles  down  the  river 
on  the  right  bank.  Population,  1,200.  The  farm 
and  forest  products  exported  amount  to  900  tons 
annually.  At  about  verst  590  is  the  Kesmym, 
from  which  a  road  runs  east  to  Balezino.  The 
route  now  rises  out  of  the  valley,  crosses  several 
branch  valleys,  and  returns  to  the  main  Cheptsa 
Valley  at  Glazov. 

404  610  Glazov.  (Population,  4,500.)  Railroad  restaurant. 
Located  midway  from  Perm  and  Vyatka  and  the 
most  Important  town  between  them.  The  town 
has  a  boys'  and  gii'ls'  high  school.  Glazov  is  at 
the  head  of  navigation  of  the  Cheptsa  River. 
During  the  summer  small  boats  ply  between  here 
and  Vyatka.  From  Glazov  a  road  runs  north  42 
miles,  then  westerly  for  110  miles  to  Vyatka, 
connecting  many  towns  en  route. 


ZALONZNINSK  IRON  WORKS.  97 

District  fairs  are  held  from  tlie  1st  to  the  6th  of 
December.  The  station  exports  13,000  tons  of  a 
varietj'  of  products  by  rail  and  3,000  by  the  River 
Cheptsa. 

About  40  miles  north  of  the  city  are  the 
Verkhne  &  Nizhne  Zalozninski  Iron  &  Steel 
Works,  located  near  iron  deposits. 

From  Glazov  the  railroad  runs  to  the  north- 
west and  follows  the  Cheptsa  Valley  practically 
all  the  way  to  A'yatka.  It  is  usually  located  well 
up  on  the  left  slope  and  often  crosses  stretches 
of  the  upland.  The  valley  is  from  3  to  4  miles 
broad  and  from  7.5  to  100  feet  below  the  upland 
surface.  Throughout  this  route  from  Glazov  to 
Vyatka  wooded  land  alternates  with  well-culti- 
vated stretches  in  which  villages  are  numerous. 
Women  ordinarily  do  much  of  the  farm  work 
with  primitive  implements.  Grain  is  generally 
harvested  with  a  sickle,  then  gathered  and  bound 
by  hand. 

Many  cattle  are  grazed  in  the  wet  meadows  of 
the  valley  floors,  and  crops  are  commonly  raised 
on  the  valley  slopes.  Grnin,  however,  does  best 
on  the  upland  surface. 

428  645  Yar.  On  a  spur  of  the  upland  between  the  main 
valley  and  a  branch.  Nine  hundx'ed  tons  of  farm 
products  are  exported.  There  are  iron  works  not 
far  away.  The  branch  valley  and  several  others 
are  soon  crossed. 

449  677  Falenki.  On  the  left  valley  slope.  The  routt; 
now  bends  to  the  west  and  traverses  pine  woods. 

468  706  Zuyevka.  Railroad  restaurant.  In  a  branch  val- 
ley near  Its  .iunction  with  the  main  valley. 
Seven  miles  from  the  station  on  the  right  bank 
of  the  River  Kosy  is  the  town  of  Kosa,  where 
district  fairs  are  held  in  I\Iarch.     The  route  now 


98  OMSK  TO  VYATKA. 

passes  through  a  well-settled  and  well-cultivated 
section.     The  soil  is  a  lifiht,  sandy,  red  clay, 

4X8  730  Ardashi.  On  an  upland  stretch.  Four  hun(U-e<l 
tons  of  farm  products  are  sent  away  yearly.  The 
route  gradually  diverges  from  the  Cheptsa  Valley. 

505  700  Prosnitsa.  Near  the  head  of  a  small  branch  val- 
ley. Five  hundred  tons  of  farm  products  are 
exported. 

520  785  Poloi.  In  the  midst  of  a  well-settled  farming  coun- 
try. Three  hundred  tons  of  products  are  ex- 
ported- At  about  verst  791  a  road  comes  in  from 
the  south  and  joins  the  highway,  which  continu- 
ally follows  our  raihvay  route.  This  road  comes 
from  Kazan,  about  3G0  versts  away.  It  would 
become  of  great  importance  if  a  battle  line  were 
established  from  Murmansk  to  Soroka  and  thence 
to  Vyatka,  Kazan,  and  the  Volga. 

From  Poloi  the  route  gradually  curves  to  the 
i-iglit  and  swings  through  the  Cheptsa  Valley  to 
the  southern  part  of  Vyatka.  Throughout  this 
last  section  of  the  route  the  town  of  Vyatka  is 
visible  from  the  train. 

534  805  Vyatka.  (Altitude,  440  feet;  population.  (iO.CXK).  i 
(Capital  of  Vyatka  Province.  Situated  on  the 
left  bank  of  the  navigable  Cheptsa. 

Details  of  city. — The.  city  is  built  upon  the  val- 
ley slope  and  reaches  from  the  river  bank  to  the 
edge  of  the  upland  surface.  IMost  of  the  streets 
therefore  are  steep  and  badly  gullied  except 
where  carefully  paved.  It  is  reported  that  500 
of  the  houses  are  of  stone.  The  rest  are  of  wood. 
The  upland  surface  adjacent  to  the  town  is  not 
l)uilt  up  except  for  the  Government  buildings. 
The  upland  is  partially  wooded.  Much  of  the 
rest  is  in  gardens  and  parks.  The  height  to  the 
north  of  the  town  would  be  :\  suitable  location 
for  light  artillery  to  conmiand  the  highways  that 


VYATKA.  99 

converge  upon  Vyatka  as  well  as  the  city  itself. 
It  might  serve  as  a  camp  site. 

From  Vyatka  a  railroad  goes  to  the  west  to 
Vologda  and  Petrograd.  Another  runs  northwest 
238  miles  (359  versts)  to  Kotlas  on  the  Dvina 
River.  Thence  steamers  ply  northwest  to  Arch- 
angel and  southwest  to  Vologda.  In  ordinary 
times  a  steamer  leaves  Vyatka  twice  daily  dur- 
ing the  open  season  for  Kazan.  Length  of  trip, 
2i  days.  Roads  run  parallel  to  each  of  the 
three  railroads  that  serve  Vyatka.  Another  runs 
to  the  northenst  about  22  miles  to  Slobodskoye. 
thence  east  and  south  to  Glazov. 

There  are  tanneries,  shoe  factories,  furniture 
factories,  lumber  yards,  brickyards,  and  several 
small  machine  shops. 


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YEKATERINBURG  TO  PERM. 


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104  YEKATERINBURG  TO  PERM. 

GENERAL  DESCRIPTION. 

MILITARY  VALUE. 

In  ordinary  times  this  route  is  used  principally  as  a  mining 
railroad.  The  main  line  makes  a  great  northward  sweep  from 
Yekaterinburg  to  Perm,  while  branches  diverge  to  a  large 
number  of  mines.  The  main  line  is  of  such  quality  that  in  spite 
of  the  grades  and  curves  it  could  be  used  as  a  substitute  for 
the  Trans-Siberian  line  in  case  the  latter  were  cut  or  congested 
between  Yekaterinburg  and  Perm.  In  times  of  war,  as  in 
l)oace,  however,  the  chief  function  of  the  route  is  to  get  out  ores. 

TERRAIN. 

For  the  first  quarter  of  the  distance  the  railroad  follows  the 
valleys  of  the  Neiva  and  Tagil,  which  are  approached  by  a  low 
ridge.  The  Neiva  Valley  is  a  rolling  country,  through  which 
the  river  makes  many  turns  among  lakes  and  swamps.  About 
half  of  the  region  is  wooded,  but  cultivated  areas  are  common. 
Both  the  Neiva  and  the  Tagil  Valleys  are  important  mining 
regions. 

After  crossing  the  Tagil  Valley  the  railroad  climbs  the  east- 
ern slope  of  the  Urals.  It  makes  many  turns,  with  increasing 
grades,  to  the  pass,  which  has  an  altitude  of  1,545  feet  at  its 
highest  point  near  Khrebet  Uralski.  This  point  is  about  half- 
way between  Yekaterinburg  and  Perm.  The  mountains  are 
not  high,  being  merely  good-sized  hills. 

Down  the  western  slope,  which  forms  the  tbird  quarter,  the 
grades  are  steep  and  the  country  mountainous  as  far  as  the 
Chusovaya  River.  The  last  quarter  almost  parallels  the  Chuso- 
vaya to  its  junction  with  the  Kama,  about  10  miles  from  Perm. 
The  country  is  gently  rolling  and  partly  timbered.  The  rail- 
road cuts  have  abrupt,  rocky  slopes. 

RESOURCES  AND  INDUSTRIES. 

riatiiiiim. — Ninety-five  per  cent  of  the  world's  supply  of 
platinum  comes  from  Russia.  Although  small  quantities  of  this 
precious  metal  have  been  found  in  a  number  of  places,  the 
commercially   important  fields  are  limited   to  small  areas  on 


EESOTTECES.  106 

both  sides  of  tlie  Ural  Mountains  in  the  region  tapped  by  this 
railroad.  Most  of  the  platinum  is  found  in  the  alluvial  deposits 
of  the  river  beds.  The  most  important  are  the  deposits  along 
the  Is  River,  on  the  west  slope  of  the  northern  Urals,  and 
along  the  Tura,  on  the  east  slope.  These  regions  supply  about 
80  per  cent  of  the  total  Ural  output.  Other  deposits  are  found 
in  connection  with  the  gold  mines  in  the  Neviansky,  Verkhni- 
Isetski,  Belim])ayevski,  Alapayevski,  Syssert  Kyshtym.  and  Miass 
properties. 

In  1912  the  production  of  platinum  was  300,000  ounces.  Since 
then  it  has  decreased  so  that  in  1917  it  probably  did  not  amount 
to  50,000  ounces,  in  spite  of  the  world's  increasing  demand. 
The  reasons  for  the  decrease  in  production  are,  first,  the  with- 
drawal of  labor  for  military  mobilization,  and,  second,  labor 
demoralization  since  the  overthrow  of  the  Imperial  Govern- 
ment of  Russia.  A  little  placer  washing  by  hand  has  been 
carried  on  by  the  local  inhabitants.  In  the  summer  of  1918  it 
was  reported  that  the  dredges  were  not  working. 

l7-on. — Manganese,  magnetite,  and  pyrite  ores  are  mined  at 
several  points  in  this  region.  Hence  smelters,  steel  mills,  and 
machine  shops  are  distributed  along  the  railroad.  Aside  from 
Yekaterinburg,  the  most  important  centers  for  iron  and  steel 
products  are  Nevyansli,  Nizhni-Tagil,  Baranchinskaya,  Pashiya, 
and  Chusovskaya.  Hundreds  of  thousands  of  tons  of  iroti 
products  are  ordinarily  manufactured  in  these  regions  each 
year,  and  these  centers  are  well  prepared  to  manufacture  all 
sorts  of  munitions  of  war. 

Other  ores. — Copper,  gold,  coal,  and  salt  are  also  found  in 
this  region.  Tyoplaya  Gora  is  the  most  important  gold-pro- 
ducing region.  Coal  of  comparatively  poor  quality  is  found  on 
the  west  slope  of  the  Urals  and  is  reached  by  a  branch  rail- 
road running  north  from  Chusovskaya. 

Forests. — The  country  along  the  railway  was  originally  cov- 
ered with  scrubby  trees,  chiefly  birch  and  pine.  These  have 
been  the  chief  source  of  building  material,  fuel,  and  charcoal 
for  the  iron  works.  Thus  the  forests  have  been  cut  off  and  now 
coal  is  being  introduced  by  rail  to  replace  the  wood  and  char- 
coal in  heating  and  smelting. 


106  YEKATERINBURG  TO  PERM. 

.'^0/7  nnd  mendoics. — Many  fields  are  cultivated,  and  natural 
niendows  make  cattle  j-ais^injr  profitable.  Alost  of  the  people, 
however,  are  ensaj^ed  in  mining  and  in  related  industrie.s. 

DETAILED  DESCRIPTION. 

Distance  from 
y  (katerinhuru . 
Miles.      Vcrsts. 

0  0     Yekaterinburg.     See  station  31  of  Route  X.     Route 

P  starts  from  the  north  station  of  Yekaterinburij. 
In  common  with  Route  N,  it  uses  the  stretch  of 
track  which  skirts  the  eastern  shores  of  Lake 
'  Iset.  Just  beyond  the  lake  the  two  routes  sep- 
arate.    Route  P  continues  to  the  northwest. 

14  21     Iset.      Small    station    near    Lake    I.set.      Railroatl 

crosses  small  river  by  a  steel  bridge  about  3S 
feet  long  soon  after  leaving  the  station.  Xeai- 
by  is  Byeloryechansk.  a  pyrite  mine  on  Verkhni- 
Isetsk  estate. 

2G  39     Tavatui.      Small   station   near  south   end   of  Lake 

Tavatui,  which  stretches  about  12  miles  (IS 
versts)  to  the  north.  The  railroad  now  bends 
to  the  north  on  the  west  side  of  Lake  Tavatui. 
which  can  be  seen  occasionally.  Not  far  away 
are  reddish  hills  from  which  iron  ore  has  been 
taken. 

40  no     Verkhne-Neivinsk.       (Altitude.    875    feet;    popula- 

tion, 10,000.)  Railroad  restaurant.  The  station 
is  near  the  north  end  of  Lake  Tavatui.  The  town 
is  about  a  mile  enst  on  the  river  Neiva.  A  hill 
east  of  the  town  affords  a  very  good  camp  site. 
A  branch  post  road  runs  west  to  Shurala  and 
thence  to  the  village  of  Verkhni-Tagil,  on  the 
Tagil  River.  The  post  road  is  generally  in  fair 
condition.  A  gravel  surface  has  made  it  better 
than  the  aA-erage.  This  road  continues  westward 
to  Route  N  and  is  suitable  for  motor  transport. 
Yerkhne-Xeivinsk   has    steel    and    iron    works 


NEVYANSK.  107 

and  a  machine  shop  for  making  detonators  for 
hirge  shells.  Tlie  fall  of  water  created  by  a  dam 
across  the  River  Neiva  is  used  to  generate  elec- 
tric power  for  the  iron  woi-k>!.  Gold  mines  near 
the  station. 

The  railroad  bends  to  th»-  northeast,  crosses 
the  river,  turns  to  the  north,  and  skirts  the  east- 
ern shorej^  of  n  large  lake. 
OS  Neivo-Rudyanskaya.  Near  the  northern  end  of 
the  lake.  The  railroad  runs  north  down  the 
Neiva  Valley.  A  swampy  region  is  passed  on  the 
west. 

The  town  lies  west  of  the  railroad  across  the 
Neiva  (population  over  3,000).  It  has  an  iron 
smelting  plant,  a  sulphuric-acid  factory,  a  ma- 
chine shop,  and  a  foundry.  About  7,000  tons  of 
iron  products  are  exported. 

A  narrow-gauge  (30  inches)  railroad  runs 
from  Neivo-Rudyanskaya  northward  along  Route 
P  to  Shuralinski,  the  next  siding.  No.  117  (51 
miles.  77  versts).  It  there  leaves  the  main  line 
and  runs  6  miles  (9  versts)  to  Kalata.  With  the 
narrow-gauge  line  the  main  railroad  crosses  the 
Neiva  and  its  swamps  before  reaching  Shura- 
linski. Beyond  the  main  line  crosses  the  Shurala 
River. 
8()  Nevyansk.  (Population,  25,000.)  Railroiid  res- 
taurant. The  town  is  about  a  mile  from  the 
station.  It  has  wide  streets  for  fire  protection, 
a  few  stone  houses,  but  mostly  log  houses  with 
wooden  roofs.  It  has  a  hospital  and  a  large 
schoolhouse.  A  dam  converts  the  Neiva  into  a 
good-sized  pond.  The  hill  east  of  Nevyansk.  and 
the  south  slope  of  the  table,  and  between 
Nevyansk  and  Shurala,  furnish  good  camp  sites. 
Water  is  obtainefl  from  shallow  wells.  I^ocal 
supplies  of  grain,  cattle,   and   sheep   are   small. 


108  YEKATERINBURG  TO  PERM. 

Pasturage  is  plentiful  and  good.  Wood,  of 
which  there  are  large  supplies  in  the  vicinity, 
furnishes  the  chief  fuel.  Coal  and  petroleum 
products  are  lacking.  Health  is  generally  good, 
hut  in  winter  contagious  diseases,  such  as  scarlet 
fever,  are  prevalent. 

Nevyansk  has  an  old  iron  smelter,  well- 
equipped  machine  shops  for  making  fuses  for 
large  shells,  and  a  foundry  which  before  the 
war  made  a  .specialty  of  cast-iron  pipe.  Five 
thousand  workmen  are  employed  and  over  36,000 
tons  of  iron  and  steel  products  are  exported 
annually. 

About  2  miles  north  of  Nevyansk  the  Byng- 
ovski  Iron  &  Steel  Works  are  located  on  the 
Neiva.  Charcoal  is  used  in  the  works,  although 
during  the  war  some  Siberian  coal  was  used. 
The  neighboring  village  has  a  population  of  over 
5,000. 

Nevyansk  is  connected  by  a  post  road  with  the 
main  highway  or  Verkhoturye- Yekaterinburg 
"  Trakt."  Another  post  road  connects  Nevyansk 
with  the  mining  settlement  at  Kalata  and  the 
village  of  Verkhni-Tagil.  This  road  is  described 
below : 

Post  Road  from  Nevyansk   to  Verkhxi-Tagil. 

One  mile:  The  road  passes  some  reddish  iron 
hills  from  which  iron  ore  has  been  mined.  It 
crosses  the  railroad  and  passes  over  a  table- 
land with  cultivated  fields  on  the  north  and 
scrub-covered  pastures  on  the  south,  and  de- 
scends into  the  valley  of  the  Shurala  River.  The 
river  is  small  and  never  has  much  water.  It  is 
spanned  by  two  wooden  bridges,  both  in  fair  con- 
dition.    The  old  dam  is  broken. 


POST  EOAD:  NEVYANSK  TO  VERKHNI-TAGIL.  109 

Three  miles,  Shurala :  This  village,  on  the 
river,  was  formerly  the  site  of  iron  smelters.  It 
has  wooden  houses  with  wooden  roofs.  A  large 
two-story  house,  occupied  by  the  manager,  has 
the  lower  story  of  brick  and  the  upper  of  logs. 

The  post  road  mentioned  under  Verkhne-Nei- 
vinsk  comes  in  at  this  point.  Continuation  of 
main  railway.  ■ 

Four  and  one-half  miles :  A  branch  road  turns 
north,  swings  around  to  Nevyansk  station,  and 
back  to  the  post  road  again  about  1  mile  south- 
west of  Nevyansk.  It  passes  a  cement  plant  on 
the  river  north  of  Shurala.  This  road  is  much 
used  in  winter. 

Eight  miles:  Kalata-Kalatinslvv  works.  Here 
are  located  a  smelter  and  a  machine  shop  for 
ordinary  repairs,  including  a  foundry.  At  Ka- 
lata  is  a  pyrite  mine  on  the  Verkhni-Isetsk  estate. 
In  recent  years  (report  1912)  there  have  been 
extracted  about  100,000  tons  of  ore,  containing 
about  25  per  cent  copper.  This  has  been  shipped 
and  sold  for  its  sulphur  and  copper  contents. 
Magnetite  also  occurs  here.  The  road  climbs  the 
ridge  to  the  west,  then  descends  sharply  into  the 
Tagil  River  Valley  to  Yerkhni-Tagil. 

Thirteen  miles:  Town  of  Verkhni-Tagil,  with 
iron  and  steel  works  employing  over  1,000  work- 
men. Iron  ore  (magnetite)  is  obtained  from  the 
Vysokoi  Hill  near  by.  The  houses  are  mostly  of 
logs,  with  wooden  roofs.  West  of  Verkhni-Tagil 
there  are  many  wood  roads,  used  chiefly  in  win- 
ter for  hauling  timber  and  charcoal. 

From  Nevyansk  the  railroad  leaves  the  valley 
of  the  Neiva  and  swings  close  to  the  Urals.  The 
east  bank  of  the  ridge  is  ascended  and  a  low 
pass  is  crossed. 


110  YEKATERINBURG  TO  PERM. 

77  los  Anatolskaya.  Siiiiill  .station  in  a  ucjodwl  country 
on  tlic  west  slope  of  the  ridjje.  Tiie  valley  of  the 
Ta^Xil  lies  at  the  west.  The  route  proceeds  north 
into  the  Tagil  Valley  and  follows  the  right  slope. 
SI  122  Shaitanka.  (Population.  3,000.)  There  are  iron 
and  steel  work.s  about  3  miles  from  the  station. 
The  route  continues  north  in  the  Tagil  Valley. 
88  133  Nizhni-Tagil.  (Altitude,  730  feet:  population. 
35.000.)  Railway  restaurant.  Nizhni-Tagil  has 
important  Government  iron  and  steel  works, 
with  a  modern  plant  equipped  with  new  Ameri- 
can machinery  and  tools.  There  are  large  ad- 
ministration buildings,  houses  for  employees,  and 
a  modern  hospital.  More  than  90,000  tons  of 
iron  and  steel  products  are  exported  annually. 

Mount  Vysokaya,  at  the  west,  has  large  iron- 
oi'e  deposits  (65  to  70  per  cent  iron).  The  mines 
employ  1,200  workmen.  Statistics  show  that 
126.000  tons  were  mined  in  1913.  Of  this  amount 
90,000  tons  were  used  by  the  Nizhni-Tagil  smel- 
ters. 

Near  Nizhni-Tagil  are  gold  and  platinum 
mines,  the  most  important  of  which  are  Avro- 
rinski,  Pavlo-Anatolyevski.  Sosifovski.  and  Pav- 
lovski.  About  1,500  men  are  engaged  in  these 
mines,  using  160  horses.  Up  to  1913.  180  pounds 
of  platinum  were  mined  and  54,000  pounds  of 
gold. 

Nizhni-Tagil  is  the  junction  point  of  two 
branch  railroads.  One  runs  east  82  miles  (121 
versts),  to  the  Abipayevsk  Iron  &  Steel  Works, 
and  is  described  below  as  Route  P-1.  The  other 
branch  runs  southwest  35  miles  (53  versts),  to 
the  Visino-Utkinski  mines,  where  iron  and  steel 
works  are  located. 

This  route  is  not  described  further  in  this 
handbook. 


GOROBLAGODATSKAYA.  Ill 

From  Nizhni-Tagil  the  maiu  line  runs  north 
for  about  7  miles,  then  bends  northwest,  and 
crosses  the  River  Tagil.  It  then  climbs  out  of 
the  valley  to  the  northwest.    A  siding  intervenes. 

ll]  Laya.  The  station  lies  between  the  Teplaya  Hill 
on  the  east  and  Sinaya  Hill  on  the  west.  About 
half  a  mile  north  of  the  station  are  the  Verkhne- 
Daiski  and  Nizlmi-I)aiski  iron  and  steel  works. 
They  have  two  old  blast  furnaces  and  several 
open-hearth  furnaces.  From  Laya  the  post  road, 
which  has  been  near  the  railroad,  runs  nortli 
and  diverges  from  the  raili'oad. 

](>8  Baranchinskaya.  (Population.  S.UOO.)  About  2 
miles  west  of  the  station,  at  the  junction  of 
Akhtaya  and  Baranchi  Rivers,  lies  the  Nizhni- 
Baranchinskaya  iron  and  steel  plant.  It  makes 
large  shells,  time  fuses,  and  held  guns  for  the 
Russian  Navy.  The  plant  is  equipped  with  mod- 
ern American  tools  and  machinery,  Manganese 
iron  ore  comes  from  the  Blagodaty  Hill,  about  9 
miles  distant. 

About  5  miles  north  are  the  A'erkhni-Baranov- 
ski  iron  and  steel  works,  under  the  same  man- 
agement as  the  works  referred  to  above.  Tiie 
village  at  the  works  has  a  population  of  3,000. 
Tlie  railroad  continues  north. 

177  Goroblagodatskaya.  (Altitude,  700  feet.)  Rail- 
way restaurant.  Government  iron  works  locatetl 
here  export  over  4.5.000  tons  of  iron  and  steel 
products  annually.  About  8  miles  north  Jiian- 
ganese  iron  ore  is  obtained  fiom  Mount  Blago- 
dat.  A  branch  railroad  runs  1-5(3.0  miles  (230 
versts)  fiom  here  to  Shakhta  via  Nadezhdinski 
Zavod.  This  railroad  is  descril)ed  as  Route  V-2 
in  this  handbook.  The  main  line  now  curves  to 
the  northwest  between  hills  and  ascends  toward 
the  watersheds  between  Asia  and  Europe. 
87569—18 — PT  4 8 


112  YEKATEHINBTTRG  TO  PERM. 

127  192  Aziatskaya.  Last  stop  on  Asiatic  si<lo  of  Urals. 
A  forested  country.  The  pe<jple  make  cliarcoal 
for  steel  works  and  carry  on  some  farming. 
The  ascent  continues. 

137  200  Khrebet  TJralski.  "  Summit  of  the  Urals."  The 
railroad  makes  many  turns  through  the  hills  and 
mountains  from  liere  westward.  Before  the  next 
station  is  reached  large  foundries  are  passed. 

149  220  Evropeiskaya.  Tlie  mountains  are  low  ;  the  timber 
is  small.  The  people  make  cliarcoaJ  and  work 
in  various  iron  plants.  The  line  descends  west- 
ward.   First  stop  on  Eui'opean  side. 

152  230  list  Tiskos.  Small  station,  overlooking  the  Koivy 
Valley.  The  people  are  engaged  in  making  char- 
coal. The  railroad  crosses  the  River  Koivy, 
descends  into  the  Koivy  Valley,  crosses  the  river, 
and  climbs  out  toward  the  northwest. 

161  243  Tyoplaya  Gora.  On  the  western  edge  of  the  Koivy 
Valley.  A  marshy  district  extends  to  the  west. 
About  half  a  mile  from  the  station  are  the  Tep- 
layar  Iron  &  Steel  Works,  which  are  supplied 
from  the  Voznesenskoi  iron  mines  near  by.  Ex- 
port from  station,  7,200  tons  annually.  Within 
4  miles  north  of  the  station,  near  the  junction  of 
the  Polubenk  and  Koivy  Rivers,  is  Krestovozd- 
vizhenskoe  village.  Near  this  village  gold  and 
platinum  are  found.  In  1914  the  output  of  gold 
was  540  pounds,  of  platinum  36  pounds.  Since 
1880  statistics  show  that  2,160  pounds  of  platinum 
were  mined  here.  A  large  part  of  the  platinmn 
was  found  near  the  River  Is,  in  which  region 
1,500  workmen  were  employed  in  1914. 

The  line  next  climbs  out  of  the  Koivy  Valley 
and  strikes  westward. 

170  257  Biser.  (Altitude,  1.510  feet;  population.  4,000.) 
Railroad  restaurant.  At  the  southern  end  of  a 
ridge.    On  the  River  Biser,  S  miles  south  of  the 


BISER.  118 

station  are  the  Biser  iron  and  steel  works.  The 
annual  output  is  over  18,000  tons  of  iron  and 
steel  products.  Iron  ore  comes  from  eight  mines 
near  by,  the  most  important  of  which  are  the 
Kurviusk,  Voronzhesk,  and  Petrovsk.  For  the 
next  57  miles  (85  versts),  or  until  Yermak  is 
reached,  the  route  runs  southwest  over  an  upland 
surf:ice  between  the  Vizhai  Valley  op  the  north 
and  the  Koivy  Valley  on  the  south. 

271  Vizhai.  In  a  forested  country.  Charcoal  making 
is  the  chief  occupation. 

284     Koiva.     The  forests  and  charcoal  making  continue. 

29G  Pashiya.  Railroad  restaurant.  Forested  region. 
About  6  miles  north  are  the  Arkhangelo-Pashiski 
Iron  Works.  The  village  near  l)y  has  G,000 
people.  Eight  miles  south  of  the  station  are 
the  Kuse-Alexandrovski  Iron  Works,  in  a  village 
of  3,500  people.  Pashiya  exports  more  than 
36,000  tons  of  iron  and  steel  products  annually. 
From  this  station  to  Yermak  the  railroad  swings 
around  the  heads  of  several  valleys,  tributaries 
of  the  Koivy  Valley. 

307     Bagul. 

320     Vsesvyatskaya.    Near  the  head  of  a  valley. 

334  Arkhipovka.  The  upland  surface  becomes  rough 
and  rocky. 

342  Yermak.  In  rocky  country.  The  valley  of  the 
Chusovaya  soon  opens  out  westward  and  the 
.  descent  begins. 

349  Chusovskaya.  (Altitude,  405  feet.)  Railroad  res- 
taurant. The  town  is  located  on  the  right  bank 
of  the  Chusovaya.  The  Chusovskaya  Iron  and 
Steel  Works  are  near  the  station,  which  exports 
over  23G.OOO  tons  of  iron  and  steel  products  an- 
nually. 


114  YEKATERINBURG  TO  PERM. 

A  Itr.Miicli  railroad  wliich  runs  north  from 
(Jliusovskaya  130  miles  (196  versts)  to  Sole- 
A'arni  is  desiguated  Route  P-3  in  this  handboolx. 
Iloute  1'  I'lms  soutli,  crosses  tlie  Chusovaya 
Kivor  by  a  steel  bridjre  and  traverses  a  stretch 
of  flat  land.  It  then  crosses  the  River  Lysva,  a 
))ranch  of  the  ('Inisovaya.  and  climbs  out  of  the 
viilloy. 

242  36r)  Kalino.  Railroad  restaurant.  Situated  nearly  on 
tlie  upland  surface.  The  station  exports  18,(XKJ 
tons  of  iron  and  steel  products.  Branch  line 
S(»ntheast  to  Lesvinski  Zavod  (population,  3,000) 
20  versts  (13.2  miles),  where  there  are  machine 
an<l  foundry  shops. 

The    I'oute    crosses    a    iKirtion    of    th»*    uphnu! 
surface. 

253  382  Selyanka.  At  the  head  of  the  valley  openinj;  west- 
ward. Forested  country.  The  roTite  continues 
on  the  upland. 

265  400  Komarikhlnskaya.  Small  station  in  a  valley.  For- 
ested country.  The  route  now  descends  into  the 
valley  and  follows  it  to  its  junction  with  the 
Sylva  Valley,  17  miles  beyond. 

272  411  Valezhnaya.  A  town  in  the  valley.  The  station 
exports  4.500  tons  of  a  variety  of  jtriiducts.  The 
railway  crosses  the  Sylva  River  over  a  steel 
l)ridge. 

282  425  Sylva.  (Altitude.  325  feet.)  Railroad  restaurant. 
On  the  left  hank  of  the  navigable  Sylva  River. 
The  station  exports  7,200  tons  of  various  prod- 
ucts.   The  railroad  follows  down  the  Sylva  River. 

288  435  Lyady.  At  the  junction  of  the  Sylva  with  the  Chu- 
sovaya. There  is  water  transportation  to  the 
east,  south,  and  west. 

300  453  Levshino.  At  the  Junction  of  the  Chusovaya  and 
Kama  Rivers.  A  bronze  factory  is  located  here. 
Larue  warehouses  are  near  the  wharves  on  the 


NIZHNI-TAGIL  TO  ALAPAEVSK. 


116 


BOS 


40.") 


•.u^    4m 


rivers.  Agricultural  products  are  hrou^lit  up  the 
river  to  tliis  point,  and  carried  by  railroad  to  the 
mining  and  industrial  centers  in  the  Ural  Moun- 
tains. The  boats  return  with  iron  and  steel 
products  for  interior  Russia.  About  14  miles  to 
the  north  are  large  steel  works  which  make 
open-hearth  steel  plates  up  to  one-half  inch  in 
thickness,  besides  nails  and  horseshoes.  The  rail- 
i-<iad  proceeds  down  the  Kama. 
Motovilikha.  A  suburb  of  I'erm  on  the  Kama ; 
population.  80,000.  A  large  Government  arsenal 
located  iiere  is  described  under  Perm  in  notes  on 
Route  N. 
Perm.     See  Route  N. 


Route  P,  Branch  1. 


Distance 

from 

Nizhni-Tagil. 

M.  V. 

0  0 


IS 


29 


:',!) 


44 


NIZHNI-TAGIL  TO  ALAPAEVSK. 


Nizhni-Tagil.  The  route  goes  northeast  as  it  as- 
cends the  flank  of  the  Bogorodskiya  Mountain. 
It  then  goes  through  u  low  pass,  descends  the 
eastei'n  slope,  and  crosses  a  valley. 

Salka.  Small  station.  Rolling  couniry.  The  route 
continues  down  grade. 

Verkhni-Salda.  (Population,  5,000.)  Near  the 
station  is  an  iron  and  steel  plant  with  a  smelter, 
machine  shop,  and  foundry.  The  output  is  10,000 
tons  of  iron.     The  plant  emjjloys  1,500  people. 

Nizhni-Salda.  (Population,  12,000.)  Near  the  sta- 
tion is  an  iron  and  steel  plant,  consisting  of  fur- 
naces, a  steel  mill,  machine  shop,  and  a  foundry. 
Water  turbines  and  steam  engines  of  1,500  horse- 
power are  used. 


116  GOROBLAGODATSKAYA  TO  SHAKHTA. 

The  route  curves  to  the  southeast  through  roll- 
ing country. 

Oft  90     Yasashnaya.     A  small  station.     A  branch  railroad 

runs  for  a  short  distance  eastward  to  Verkne- 
Saldinski,  which  has  important  steel  and  iron 
works.    Route  P-1  continues  northeast. 

.SO  121  Alapayvsk.  (Population,  10,000.)  Railroad  re.s- 
taurant.  A  mining  and  smelting  town  on  the 
Neiva  River.  There  are  several  iron  and  steel 
works  within  a  radius  of  25  miles.  A  newly 
constructed  extension  of  Route  P-1  crosses  the 
Neiva  River  and  continues  southeast  across  up- 
lands and  valleys. 

44  00    Yegovshinskoye.    In  the  neighborhood  there  are  iron 

ore  smelting  plant.*^.  At  this  point  Route  P-1 
meets  the  newly  constructed  railroad  from  Yeka- 
terinburg to  Irbit.  It  is  reported  that  the  rail- 
road of  Route  P-1  has  been  extended  through 
Yegovshinskoye  to  Bogdanovich.  It  may  not  be 
fully  completed. 

Route  P,  Branch  2. 

GOROBLAGODATSKAYA   TO    SHAKHTA    VIA    NADEZHDINSKI. 

Distance 
from 
Goroilagodatskai/a. 
M.  V. 

0  0     Goroblagodatskaya.  From  Goroblagodatskaya  Route 

P-2  goes  to  the  northeast  through  a  low  pass  in  a 
hilly  ridge. 
4  6    Kushva.    Railroad  station  near  several  Government 

iron  and  steel  plants,  among  them  the  Kushva. 
This  plant  has  four  blast  furnaces,  open-hearth 
furnaces,  a  rolling  mill,  and  a  lumber  mill.  It 
has  a  machine  shop  equipped  with  modern  Ameri- 
can machines,  tools,  automatic  and  turret  lathes 
for  the  manufacture  of  3-inch  to  6-inch  shells  and 


VYYA.  117 

detonators.     The   iron   ore   comes   from   Mount 
Blagodat  nearby. 
6  9     Blagodat    Siding.     At   foot   of   Blagodat   Hill.      A 

branch  railway  runs  a  short  distance  northwest 
to  Verkhnaya. 

]  1  16     Verkhnaya.     Nearby   are  Government  iron  works, 

Verkhny  Turiuski,  and  a  foundry.  Some  of  tlie 
Government  artillery  equipment  was  made  here 
during  the  war.  The  railway  continues  north- 
east and  gradually  swings  to  the  north. 

29  43    Vyya.    From  here  a  branch  railroad  runs  12  versts 

(8  miles)  northwest  to  Nizhni  Turinski  Zavod, 
an  important  mining  and  manufacturing  town. 
Another  branch  runs  28  miles  north  to  Lesopis- 
naya,  an  iron  and  copper  mining  center  (popula- 
tion, G.OOO).  Here  are  located  Government  steel 
and  iron  works,  consisting  of  several  blast  fur- 
naces, open-hearth  furnaces,  a  steel  mill,  foundry, 
and  machine  shop.  They  produce  cast  iron  and 
sheet  steel. 

From  Vyya  Route  P-2  strikes  to  the  northeast 
through  a  low  pass  in  a  hilly  ridge  and  runs 
across  uplands  and  valleys.  Platina  siding  inter- 
venes. 

47  71     Zoreliho.     Small  station.     The  Tura  Valley  lies  at 

the  north.  Just  before  Verkhoturye  is  reached 
the  route  descends  into  the  Tura  Valley  and 
crosses  the  river. 

65  98    Verkhoturye.      (Population,  4,000.)     Railroad  res- 

taurant. At  the  head  of  navigation  of  the  Tura 
River.  Capital  of  a  district  of  the  Perm  Province. 
Headquarters  for  the  platinum  working  of  the 
surrounding  region,  which  supplies  about  half 
of  the  total  Russian  output. 

Many  roads  converge  here.  They  follow  along 
the  uplands  and  tap  the  rivers  at  numerous 
points.    There  is  a  post  road  from  Yekaterinburg, 


118  GOROBLAGODATSKAYA  TO   SHAKHTA. 

wliich  was  t'ormerly  .1  main  higliway  Ix'fur*'  tlit- 
railroad  was  l)uilt.  It  is  ^'enorally  open  for 
wiioeicMl  traflic  from  aljout  April  1  to  Noveinhei- 
1,  ami  for  sleighs  the  rest  of  the  year.  The  road 
is  clayey  and  wouhl  be  nearly  impassable  for 
heavy  motors  after  heavy  or  prolonged  rains. 

The  route  proceeds  northwestoi-ly  from  Vork- 
hoturye  across  an  upland. 
7S  118  Lyalya.  In  the  valley  of  the  Lyalya  where  the 
railroad  crosses  the  I'iver.  Another  upland  is 
ci'ossed. 
St)  1H4  Lobva.  In  the  Lobva  Valley  where  the  railroad 
bridges  the  river.     A  small  valley  is  ascended. 

102  lo.")  Vagranskaya.  Near  the  head  of  the  valley.  A 
short  branch  line  runs  southwest  to  the  Koptya- 
Ivovskaya  iron  mines,  on  the  Lobva  River. 
Route  V-2  runs  north  across  an  upland,  de- 
scends into  the  Kakva  Valley,  crosses  the  river, 
and  reaches  Nadezhdinski  Zavod  on  the  opposite 
slope. 

121  182  Nadezhdinski  Zavod.  An  important  iron  and  steel 
center.  This  town  supplies  more  rails  for  the 
Siberian  Railroad  than  any  other.  Passenger 
trains  do  not  run  beyond  Nadezhdinski  Zavod, 
but  freight  is  carried  on  on  two  small  branches : 
one  branch  runs  east  9  miles  to  Filkinskaya.  at 
the  .iiuiction  of  the  rivers  Kakva  and  Sosva  and 
the  center  of  a  mining  region.  Near  by  are 
cement  works,  with  6,000  tons  output.  The  other 
branch,  which  is  considered  as  a  continuation  of 
Itoute  P-2,  runs  northwest  along  a  valley  slope. 

127  192  Shakhta.  Junction.  Near  the  head  of  the  valley. 
A  branch  railroad  runs  10  miles  northwest  to 
Rogoslovski  74i\fH\  (population.  3.(XK)).  where 
copper  and  gold  mining  and  smelting  are  carried 
on.  The  gold  mines  yield  20()  to  1.100  ounces  pf-i 
annum. 

Route  P-2  goes  north  acro.ss  an  upland. 


CHUSOVSKAYA  TO  SOLEVARNI.  119 

]3<)  196  Anerbakhovski  Rudnik.  On  the  right  slope  of  the 
Tui'ga  A'alley.  Near  the  station  are  iron  and 
steel  works.  Iron  ore  (50  to  Go  per  cent  iron)  is 
found  near  by.  The  deposits  are  estimated  to 
have  2.250,000  tons.  Other  deposits  of  magnetite 
ore,  about  4  miles  distant,  are  estimated  at 
360,000  tons.  The  railroad  crosses  the  valley 
and  river  to  the  oppo.site  slope,  to  the  next  town. 

18:;  2<Mi  Lurinski  Rudnik.  Nearby  are  coi>per  deposits 
with  some  seams  said  to  be  17.5  feet  in  thickness. 
A  smelter  is  located  here.  The  route  proceeds 
across  uplands  and  valleys. 

157  280  Shakhta.  On  Vagrankye  River.  Nearby  are  large 
iron  and  copper  mines  and  some  smelters.  One 
of  the  most  important  is  Petrovski-Zavod. 

Route  P.  Bkaxch  3. 

CHUSOVSKAYA  TO  SOLEVARNI. 

DiKtancc 

from 

Chusovakaya. 

M.  V. 

0  0     Chusovskaya.     Route   P-3   runs   north   and  climbs 

out  of  the  Chusovaya  Valley.     For  the  first  106 
versts,  or  until  Kizel  is  reached,  the  route  runs 
across  uplands  and  valleys  at  the  western  base 
of  a  ridge  of  hills  and  mountains. 
12  18     Utyos.    Sninll  station  in  a  rugged  forested  country. 

25  37     Baskaya.      The   line   bends   to   the   northwest   and 

passes   through  a  350- foot  tunnel.     It  soon  de- 
scends into  the  Usva  Valley  and  crosses  the  river. 
37  55     Usva.     In  valley  of  same  name.     Station  exports 

18,000  tons  of  various  products.  A  branch  rail- 
road runs  to  near-by  coal  mines,  where  there  are 
about  80  coking  ovens.  The  coal  and  coke  are 
used  at  the  Tagil  iron  works. 


120  CHUSOVSKAYA  TO  SOLEVARNI. 

43  65     Nagornaya.      Small   upland   station.     The   railroad 

soon  descends  into  the  Kosva  Valley,  crosses  to 
the  right  slope,  and  ascends  the  valley  a  few 
versts  to  Gubakha. 

52  78     Gubakha.      (Population,  1,000.)      Near  the  station 

are  lignite  coal  mines.  About  63,000  tons  were 
shipped  in  1913.  Part  went  down  the  Chusovaya 
and  Kama  Rivers  to  the  west,  part  went  by  rail 
to  the  manufacturing  centers  in  the  Urals.  The 
route  crosses  an  upland. 

60  91     Polovinka.     Small  upland  station.     The  route  pro- 

ceeds across  a  rolling  upland. 

70  106  Kizel.  (Population,  8,000.)  Station  exports  ISO.OOO 
tons  of  iron  and  steel  and  other  products.  The 
iron  and  steel  works  obtain  ore  (52  per  cent 
to  62  per  cent  iron)  from  near-by  mines.  A 
branch  railroad  leads  to  lignite  coal  mines  3 
miles  distant.  Annual  coal  output,  90,000  tons. 
The  route  now  diverges  from  the  range  it  has 
been  following. 

84  127  Zopi.  (Population,  3,000.)  An  iron  and  steel  plant 
uses  iron  ore  from  near-by  mines.  A  branch  rail- 
road runs  7  miles  to  Lunevka,  where  are  lignite 
coal  mines  at  the  base  of  a  conspicuous  hill. 

The  route  now  goes  toward  the  southwest  and 
then  curves  to  the  northwest. 

95  143  Vsevolodo-Vilva.  (Population,  1,500.)  There  is  an 
iron  and  steel  plant  one-half  mile  from  station, 
which  turns  out  50,000  tons  of  products  annually. 
105  158  Yaiva.  In  the  Yaiva  Valley.  Station  exports 
9,000  tons  of  mineral  products.  The  railroad 
crosses  immediately  the  small  river  Yaiva  by  a 
steel  bridge.  It  then  climbs  out  of  the  valley 
and  runs  due  west  across  an  upland. 
115  174  Shishi.  Small  upland  station.  The  route  now 
descends  into  the  Kama  Valley. 


SOLEVARNI.  121 

128  193  TTsolskaya.  Important  iron  and  steel  center  on  the 
navigable  Kama  River.  There  are  large  iron 
and  steel  plants  in  the  neighborhood. 

130  19G  Solevami.  With  Usolskaya  this  town  forms  in 
reality  a  part  of  Dedynkhin,  an  imiwrtant  iron 
and  steel  center.  With  Solikamsk  and  Cherdyu, 
large  river  ports  up  the  Kama.  Dedyukhin  has 
lively  trade  in  products  from  the  Ural  mining 
centers  and  foodstuffs  for  them.  A  post  road 
connects  the  three  towns. 


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124  CHELYABINSK  TO  YEKATERINBURG. 

GENERAL  DESCRIPTION. 

MILITARY  IMPORTANCE. 

This  roiitt'  is  of  hitih  iniportance  militarily  for  two  reasons: 
First,  it  forms  an  alternative  route  from  Omsk  to  either  Mo.scow 
or  Petrograd.  If  the  Omsk- Yekaterinburg  line  were  overloaded 
or  cut  by  the  destruction  of  a  bridge,  for  in^ance.  Route  Q 
would  relieve  the  difficulty  by  maintaining  rail  communication 
with  Petrograd.  It  would  act  similarly  to  relieve,  difficultes  on 
the  Omsk-Chelyabinsk  line.  Second,  it  taps  a  busy  iron  region 
that  could  turn  out  many  products  indispensable  to  military 
operations.  Iron  is  mined,  smelted,  and  manufactui-ed  at  many 
places.  These  activities  are  becoming  more  and  more  dependent 
upon  coal,  since  the  local  forests  which  were  formerly  abundant 
have  been  drawn  upon  almost  to  the  point  of  exhaustion.  At 
present,  October,  1918,  the  coal  is  being  brought  from  tlie  east, 
thus  helping  to  overload  the  Siberian  Railway.  Normally,  it 
comes  from  the  southwest,  from  the  great  coal  fields  of  the 
Donetz  Basin. 

TERRAIN. 

The  first  two-fifths  of  the  route  runs  across  an  upland  cut  by 
many  river  valleys.  The  remainder  is  among  the  Ural  Jloun- 
tains.  But  because  the  route  follows  in  the  main  the  direction 
of  the  mountain  ridges  there  are  no  difficult  engineering  struc- 
tures like  tunnels  or  long  bridges.  The  Ural  Mountains  seen 
from  the  route  would  be  called  mere  hills  by  the  casual  traveler. 

DETAILED  DESCRIPTION. 

Miles  from  Distance  from 

Vladivostok.  Chelyabinsk. 

4,042  0  M       0  V     Chelyabinsk.       From    Chelyabinsk 

this  route  runs  northwe.st  and 
north  for  153.1  miles  to  Yekater- 
inburg.    At    about   verst    .5    the 


KYSETYM.  126 

line  crosses  the  river  Miass  by  a 
2S0-foot  steel  bridge,  then  as- 
cends toward  the  watershed  of 
the  River  Ufa  and  Miass.  Leav- 
ing the  latter,  it  crosses  the 
River  Zyuzelga  and  reaches  the 
first  station.  A  post  highway 
connects  Chelyabinsk  with  Yeka- 
terinburg. 
4, 058  16  M     24  V     Essaulskaya.     From   here  the   line 

runs  through  the  steppe  adjoin- 
ing   the    Ural.      This    steppe    is 
dotted  by  lakes  of  various  sizes. 
4. 076  35  M     52  V     Argayash.     Small  station.     Is  situ- 

ated the  Petrovski  machine 
name.  Beyond  it  the  railroad 
leaves  the  Orenburg  Government 
and  enters  into  the  confines  of 
the  Perm  government  (Yekater- 
inburg district),  where  it  passes 
through  forest  regions  before 
reaching  the  Ural  Mountains. 
4,098  56  M     84  Y     Zyshtym.      Railroad    restaurant. 

(Altitude,  1,400  feet.)  A  mile 
and  one-half  from  the  station  is 
situated  the  industrial  center  of 
Verkhni-Kyshtym.  Population 
about  18,000.  The  Kyshtym  iron 
works,  making  water  pipes,  tele- 
graph and  lamp  posts,  some  ma- 
chinei'y,  stoves,  and  railway  sup- 
plies, are  situated  here.  The 
works  employ  about  2.000  people, 
men  and  women.  There  is  also 
a  cast-iron  foundry.  Both  con- 
cerns produce  pig  iron,  steel,  dif- 
ferent  kinds  of  machinery  and 


126  CHELYABINSK  TO  YEKATERINBURG. 

uiiiuiunitioii.  al)out  9.000  to 
10,000  tons  of  pig  iron  annually, 
and  about  18,000  tons  of  steel. 
All  the  Kyshtyni  district  con- 
tiguous to  the  works  where  the 
Ilnien  ^lountains  stri-tch  north 
ward  is  richly  provided  with 
mineral  deposits  and  contains  de- 
posits of  copper,  iron,  nickel,  and 
many  other  minerals.  From  hen; 
the  railroad  on  its  climb  to  Mauk 
station,  crosses  numerous  valleys 
and  streams,  and  ascends  along 
a  steep  and  broken  slope  toward 
the  watershed  of  the  Rivers 
Mauk  and  Ufaleika  at  a  height 
of  1.680  feet  above  sea  level. 

4.112  TOM     100  V     Mauk.       (Altitude.     1.G80    feet.i 

About  12  miles  east  of  the  sta- 
tion and  between  Lake  Bolshoi- 
Kasli  to  the  north  and  Lake 
Irisyat  to  the  south,  connected 
by  the  small  Kiver  Vyazovskoi. 
are  the  Kasliuski  steel  and  iron 
works.  These  works  employ 
1,500  persons  and  produce  about 
7,200  tons  of  pig  iron  annually. 
From  here  the  railroad  crosses 
the  great  swamps  called  "  Cou- 
stantine  dale."  then  enters  a 
rough,  broken  country. 

4,130  88  M     133  y     Ufalei.    (Altitude.  1.750  feet.)    This 

station  annually  exports  about 
20.000  tons  of  steel  products. 
Among  the  hills,  about  one- 
fourth  mile  from  the  station, 
near   the   smal   IRivers   Ufaleika 


TJFALEI.  127 

and  Kainenka,  the  Verkhni- 
Ufaleiski  steel  and  iron  works 
are  situated.  Tliey  employ  about 
6,000  workmen.  This  concern 
produces  annually  about  8,000 
tons  of  steel  and  5,000  tons  of 
pig  iron.  Several  small  com- 
panies in  the  neighborhood  of 
these  works  engage  in  gold  min- 
ing. About  10  miles  from  the 
works,  just  where  the  Ufaleika 
enters  the  Ufa,  are  the  Nizhni- 
Ufalei  iron  and  steel  works,  be- 
longing to  the  same  company. 
They  employ  about  4,500  work- 
men, and  their  annual  output  is 
about  7,200  tons  of  steel.  About 
35  miles  west  of  the  station,  on 
the  River  Ufa,  the  Nyaze-Petrov- 
ski  iron  and  metal  works  are 
situated.  Their  chief  production 
is  sheet  steel.  This  product  is 
shipped  into  interior  Russia  by 
the  Rivers  Ufa,  Volga,  Byelaya, 
and  others.  The  iron  ore  used 
is  taken  from  the  neighboring 
mines.  About  12,000  men  and 
women  are  employed  in  the 
works.  Belonging  to  the  same 
company,  about  15  miles  north- 
west on  the  River  Ufa,  are  situ- 
ated the  Petrovski  machine 
works.  They  manufacture  en- 
gines and  river  boats,  and  dur 
ing  the  war  they  were  engaged 
"in  making  ammunition,  employ- 
ing about  2,000  men  and  women. 
87569— 18— PT  4 » 


128  CHELYABINSK  TO  YEKATERINBURG. 

From  here  the  railroad  runs 
north  and  twice  crosses  the  Uiver 
Kordadin ;  then  it  ascends  to  the 
watershed  of  the  Rivers  Ufa  and 
Chusovaya.  Leaving  the  latter, 
it  proceeds  along  the  Poldnevaya 
River. 

4,150  108  M     1G2  V     Poldnevaya.      (Altitude.  1,70S  feet; 

population,  300.)  Stands  in  a 
deserted  and  wooded  country. 
The  famous  chrysolite  mines, 
unique  in  the  Tran.s-Ural,  are 
situated  on  the  right  bank  of  the 
Chusovaya  River,  on  land  be- 
longing to  the  Polevsk  works. 
Proceeding  farther  through  a 
level  country,  the  railroad  twice 
crosses  the  upper  reaches  of  the 
Chusovaya  on  bridges,  70  and  10.5 
feet  each,  and  enters  the  district 
containing  the  Sysert  mining 
works. 

4,169  127  M     191V     Mramorskaya.'       (Altitude.     1,734 

feet.)  Close  by  is  the  ilramor 
marble  works,  employing  1,000 
workers.  The  marble  quarries 
are  situated  about  3  miles  from 
the  village.  Although  living  in  a 
healthful  climate,  a  large  per- 
centage of  the  population  is  af- 
fected by  tuberculosis,  owing  to 
the  bad  air  in  the  workshops. 
The  Sysert  works  are  situated 
about  14  miles  to  the  southeast, 
and  farther  on  the  Verkhni- 
Sysert  and  Ilyinsk  works,  which, 
together    with    the    Sysert    and 


MRAMORSKAYA.  129 

Polevsk  works,  employ  10,000. 
The  neighborhood  contains  about 
50  different  iron  and  copper  fac- 
tories. During  the  war  they 
were  equipped  to  make  artillery 
supplies  and  munitions.  There 
are  blast  furnaces,  puddling,  and 
welding  works.  Over  12.000  tons 
of  pig  iron  and  2,800  tons  of 
iron  products  are  produced. 
The  works  are  provided  with  a 
central  electrical  station.  The 
A'erklmi-Sysert  works,  containing 
puddling  and  welding  furnaces, 
stand  6  miles  southwest  of  those 
of  Sysert.  They  employ  about 
2.000  men.  The  annual  output 
of  iron  is  about  7,200  tons.  The 
Ilyinsk  works,  manufacturing 
only  sheet  iron,  are  situated  on 
the  River  Sysert,  about  4  miles 
from  the  Sysert  works.  The' 
Seversk  works  (population,  4,000. 
v.ith  .500  workmen  and  over  1,000 
supplementary  hands)  lie  south- 
west of  the  railway  within 
about  8  miles  of  the  Mramor 
works.  They  contain  three  blast . 
furnaces,  one  ])uddling  furnace, 
two  Martens  furnaces,  and  a  ma- 
chine shop.  The  annual  produc- 
tion of  pig  iron  exceeds  10,200 
tons.  Tlie  Polevsk  works  lie 
about  4  miles  from  the  :Mram6r 
works,  and  are  surrounded  by  a 
population    of    7.000.      Puddled, 


180  CHELYABINSK  TO  YEKATERINBURG. 

fagoted,  and  rolled  iron  are 
manufactured  at  the  works. 
The  Seversk  works  supply  the 
pig  iron  required. 

After  leaving  the  Mramor  sta- 
tion, the  railroad  runs  along  the 
watershed  of  the  Chusovaya  and 
Iset  Rivers  through  a  level  coun- 
try, which  farther  north  becomes 
more  mountainous. 

4.189  147  M     221  Y     Uktus.      (Altitude,  1,274  feet.)     In 

a  treeless  plain.  The  village  of 
Uktus  is  1  mile  away.  Its  in- 
habitants are  engaged  in  farm- 
ing and  domestic  industries, 
mainly  pottery  making,  which  is 
carried  on  in  about  30  shops. 
The  wares  are  of  good  quality 
and  find  a  ready  sale.  The 
Nizhni-Iset  Government  works 
(popula-tion.  3,500)  are  situated 
within  about  3  miles  of  the  sta- 
tion. The  annual  production 
amounts  to  3,600  tons  of  pig  iron. 
216  tons  cast-iron,  and  about  270 
tons  of  sheet  iron. 

From  here  the  railroad  runs 
across  a  plain  co^■ered  with 
dwarf  bushes,  and  after  having 
crossed  the  River  Iset  by  a 
bridge  105  feet  long,  joins  the 
main  line  to  Petrograd  (Route 
N)  at  Yekaterinburg. 

4.195  153  .M     213  Y     Yekaterinburg.       See     station     31. 

Route  N. 


WAGON  ROAD— OMSK  TO  PERM. 

GENERAL  DESCRIPTION. 

From  Omsk  tlie  post  road  leaves  the  steppe  region  and  rist;;s 
t'l  the  summit  of  the  Ural  Mountains,  from  which  it  descends 
on  the  European  side  to  Perm.  The  road  closely  follows  the 
railway,  which  is  never  more  than  35  miles  distant  (see 
Route  N). 

The  Ural  section  of  the  road  is  the  most  difficult,  not  only  in 
winter,  but  also  in  summer.  Owing  to  the  relatively  large  pre- 
cipitation in  this  region  the  roads  are  apt  to  be  muddy  in  summer 
and  the  snow  fairly  deep  in  winter  (3  to  4  feet). 

Even  though  the  Ural  ^Mountains  are  not  rugged,  steep  grades 
are  common.  The  habit  of  the  engineers  has  been  to  build  roads 
in  a  bee  line  without  respect  to  topography.  The  steep  grades 
are  easily  avoided,  however,  by  leaving  the  road  and  traveling 
across  the  grassj'  downs. 

DETAILED  DESCRIPTION. 

M.  V. 

0  0     Omsk.     Crossing  the  River  Om  on  a  bridge,  the 

road  runs  northwest. 
28  43     Krasnoyarskaya.     A   small   town   on   the   Irty.sh 

River,  which  may  be  crossed  by  a  ferry.    The 
road  still  continues  northwest. 
85         128     Tukalinsk. 
1.58        240     Abatskoye.     A  small  village.     The  River   Ishim 
is  crossed.    Birch  and  farther  on  pine  trees  are 
in  evidence.    An  important  highway  runs  north 
from  here  to  Tobolsk,  130  versts. 
205        .310     Ishlm   (see  Route  N).     An  important  post  road 
runs  south  to  Petropavlovsk,  140  versts.     Be- 
yond Ishim  the  railroad  lies  close  to  the  high- 
way. 
348        525     Yalutorovsk    (see   Route   N).     Ten   versts   west 
of  this  city  an  important  highway  runs  south- 
west with  branches  to  Kui'gan.  Shadrinsk,  and 
Chelyabinsk. 

131 


132  WAGON  ROAD— OMSK  TO  PERM. 

897  GOO  Tyumen  (see  Route  N).  The  steppe  comes  to  an 
end  at  Tyumen.  Alter  leaving  the  town  the 
road  iipproaches  the  forest.  At  50  versts  from 
Tyumen  the  trees  meet  over  the  road  and  form 
a  cool.  sliJidy  way.  Thirty  versts  fartlier  we.st 
the  road  comes  out  of  tlie  woods  into  clearings 
and  fields.  Many  undulations,  depressions,  and 
the  crossing  of  unsteady  little  wonden  Ijridges 
make  the  road  very  poor. 

516  780  Kamyschlov.  The  way  is  very  straight  beyond 
tills  town.  After  passing  over  some  low  liills 
on  a  fairly  good  road,  a  thick  pine  forest,  typi- 
cal of  the  Ural  Mountains,  is  entered.  Througji- 
•    out  are  a  few  clearings. 

fi03  Opt  Yekaterinburg  (see  Route  N).  From  here  a 
post  road  runs  north  into  the  Ural  Mountains 
and  another  south  to  Chelyabinsk.  Leaving 
Yekaterinburg  the  route  crosses  the  Ural 
Mountains  into  Europe.  The  road  is  very 
broad,  good,  and  quite  straight.  It  runs  for  a 
few  miles  through  the  forest  and  then  out  upon 
the  open  grassy  plain. 

649  980  The  road  here  passes  south  of  the  railroad,  which 
is  not  rejoined  until  Kungur  is  reached.  At  its 
most  distant  point  it  is  32  miles  to  the  north. 
The  road  often  becomes  muddy  and  difficult. 
A  few  steep  hills  may  be  avoided  by  going  over 
the  grass  on  the  downs. 

649  980  The  road  here  passes  into  European  Russia,  the 
frontier  line  being  marked  by  a  white  stone  at 
the  summit  on  which  is  inscribed  "  Asia  "  on 
one  side  and  "  Europe  "  on  the  other. 

703  1.065  Achit.  A  branch  road  runs  south.  4  miles  to 
Krasno-Ufimsk. 

754     1, 145    Kungur.     See  Route  N. 

803     1, 215     Perm.     See  Route  N. 


Route  W. 

ROUTES  IN  THE  KIRGHIZ  STEPPE. 

GENERAL  DESCRIPTION. 

The  routes  described  below  lie  in  the  region  bounded  on  the 
north  by  the  Siberian  Railway,  on  the  east  by  the  Irtysh  River, 
and  on  the  south  by  Lake  Balkash.  They  are  important  from 
three  points  of  view  : 

First.  In  proportion  to  the  population  the  number  of  horses 
is  larger  here  than  anywhere  else  in  Siberia.  The  annual  sum- 
mer gatherings  of  horse  traders  at  At  Bazar  and  especially  at 
Bay  an  Aul  are  probably  the  most  important  gatherings  of  the 
kind  in  Russia  or  even  in  the  world.  If  horses  are  to  be  pur- 
chased, agents  should  be  sent  to  these  places. 

Second.  This  region  contains  a  number  of  coal  mines.  Coal 
ixom  the  Yoskreseuski  mines  can  be  sent  by  rail  to  Pavlodar 
on  the  Irtysh  River.  The  Karagandy  mine  is  too  far  from  rail- 
road transportation  to  be  important. 

Tliird.  Some  of  the  largest  copper  mines  of  Siberia  are  located 
in  this  region,  and  their  development  might  be  an  important  help 
in  the  rehabilitation  of  Siberia. 

Route  W.  1.,  Petkopavlovsk  to  Uspenski  Mine. 

Terrain. — Near  the  Siberian  Railway  the  land  is  flat  and  fairly 
fertile.  For  about  200  miles  toward  the  south  it  is  a  well- 
watered  prairie,  with  little  forest  but  much  wheat.  The  most 
important  forest  area  is  that  surrounding  At  Bazar,  about  260 
miles  south.  The  next  100  or  200  miles  is  steppe  country, 
rolling  and  fairly  well  watered.  Much  of  it  is  devoted  to 
horses  and  cattle,  although  good  crops  of  wheat  are  raised  in 
favorable  years.  Still  farther  south,  to  the  west  and  northwest 
of  Lake  Balkash,  is  a  desert  area  with  practically  no  water 
and  few  settled  inhabitants.  Only  the  running  water  is  good, 
iill  the  still  water  being  brackish.  In  the  villages  practically 
every  house  has  its  own  well,  the  settlements  being  built  along 
small  water  courses  or  subterranean  flows  or  basins.     The  coun- 

133 


134  KIRGHIZ  STEPPE. 

fry  is  composed  of  seflinientary  rocks,  broken  with  islands  of 
granite,  some  of  which  are  large.  The  sedimentary  rocks  are 
chiefly  sandstones  and  conglomerates,  with  some  beds  of  slate 
and  limestone.  The  general  elevation  is  higher  than  in  the 
north,  and  the  surface  is  broken  by  rocky  hills. 

Climate. — The  summer  climate  is  dry  and  ftfirly  hot.  the  win- 
ter very  cold  and  severe,  the  mercury  sometimes  going  as  low  as 
00°  below  zero.  Typical  Siberian  blizzards  of  great  intensity 
are  encountered  and  must  be  reckoned  upon.  At  such  times  the 
wind  attains  a  velocity  of  from  80  to  100  miles  an  hour,  and  the 
liglit  snow  is  sometimes  whirled  100  feet  in  the  air  and  drifted 
badly.  The  barometer  is  said  to  invariably  give  warning,  and 
from  continuous  records  one  observer  states  that  the  intervals 
between  blows  are  from  10  days  to  2  weeks.  Any  cuts  on 
north  and  south  railroads  would  be  unworkable.  The  first  frosts 
ai'e  in  September,  with  gradually  increasing  cold  to  November. 
From  then  until  spring  there  is  continued  intense  cold,  a  day 
warm  enough  to  thaw"  being  almost  unknown.  At  48°  north 
the  spring  thaw^  is  usually  in  March,  and  the  change,  which 
generally  follows  an  extremely  eold  spell,  is  precipitate.  From 
48°  to  52°  north  it  occurs  about  two  weeks  later.  The  change 
from  extreme  cold  to  full  spring  weather  without  any  frost 
occurs  in  a  week's  time.  The  snow  melts  quickly,  and  for  weeks 
and  sometimes  a  month  traveling  is  impossible.  The  postal 
service  has  been  held  up  for  six  weeks.  The  watercourses  are 
flooded,  and  small  streams  become  great  rivers.  As  boats  are 
nowhere  available,  large  bodies  of  men  could  easily  be  cut  off 
and  marooned. 

Health. — The  chief  disease  is  typhoid,  due  largely  to  the 
w'ater.  Smallpox  also  occurs,  but  apparently  has  not  recently 
been  epidemic.  In  1916-17  yellow  jaundice  was  very  prevalent, 
due  to  food  conditions.  A  trouble  like  scurvy  also  takes  hold 
of  everyone,  perhaps  because  of  the  unfavorable  winter  condi- 
tions, including  frozen  meats,  lack  of  fresh  vegetables,  and 
unventilated.  overheated  houses.  The  symptoms  are  abnormal, 
swelling  of  the  limbs  and  fleshy  parts  of  the  body.  The  disease 
is  not  fatal.     The  eating  of  fish  from  shallow  lakes  is  said  to 


KIRGHIZ  STEPPE.  186 

bring  on  "  walking  typhoid,"  epidemics  of  which  in  some  cases 
liave  developed  seriously. 

roiriihition. — Four  distinct  types  of  people  inhabit  the  I'eglon — 
Russians,  Tartars,  Kirghiz,  and  German  colonists.  Tartars  and 
Kirghiz  form  the  bulk  of  the  population,  but  the  Russians  are 
the  leading  element.  The  latter  are  hardier,  more  alert  and 
dependable  than  the  Russian  in  European  Russia.  Tlie  Tartars 
are  usually  located  near  the  railroad.  They  are  Mohammedans 
and  a  clean,  progressive,  patriotic  people,  usually  connected  with 
the  larger  local  farming  and  commercial  enterprises.  The 
Kirghiz  are  Mohammedan  nomads,  engaged  for  the  most  part 
in  raising  horses,  sheep,  cattle,  and  camels.  They  are  the  guides, 
coachmen,  and  freight  handlers  of  the  district,  but  are  untrust- 
worthy, unpatriotic,  and  dishonest.  The  German  colonists  are 
scattered  over  a  wide  area.  They  were  brought  from  Germany 
and  given  lands.  Although  natui'alized  Russians,  they  should 
be  watched,  especially  on  account  of  their  influence  over  the 
Kirghiz.  Their  farms,  products,  and  cattle  are  the  best  in  the 
section. 

Post  stations.— A  Government  post  road  and  telegraph  line 
extends  along  the  route.  Post  stations  north  of  Akmolinsk  are 
located  at  intervals  of  approximately  20  versts  (13  miles),  about 
half  of  them  being  located  in  villages  of  from  200  to  1,000 
people.  South  of  that  point  the  country  is  more  sparsely  settled, 
but  stations  ai*e  still  found  from  13  to  17  miles  apart. 

Supplies — Crops. — Wheat  and  oats  are  grown  nearly  the  whole 
way  from  the  railroad  to  Uspenski,  and  ordinarily  are  shipped 
to  the  railroad  by  teams  after  harvest.  Immense  quantities 
were  stored  at  Petropavlovsk  and  Omsk,  usually  in  the  open, 
covered  with  tarpaulins.  The  people  all  live  in  towns  for  pro- 
tection and  go  out  to  their  fields  in  the  surrounding  area.  The 
stocks  of  hay  and  straw  are  invariably  kept  close  to  the  houses 
in  the  villages  to  prevent  theft  by  the  Kirghiz. 

Domestic  animals. — The  comparatively  few  sheep,  cows,  and 
oxen  belonging  to  the  villages  are  driven  to  pasture  each  day 
in  charge  of  a  community  herdsman.  The  large  herds  are  all 
owned  by  the  Kirghiz,  who  keep  them  in  tlie  south  during  the 


136  KIRGHIZ  STEPPE. 

winter,  driving  them  nortli  in  tlie  spring  after  the  thaw  and 
returninj;;  soutli  with  tliein  in  the  fall.  Tlie  beef  and  mutton  are 
eatable  but  tough  and  stringy  and  seem  to  lack  nutiiment. 
Hogs  are  scarce,  being  liept,  if  at  all,  only  by  tlie  Germans  and 
Russians,  as  the  Mfihannnedan  will  not  have  them  about. 

Timher. — For  the  most  part,  the  country  is  bare  of  timber.  A 
little  birch  is  found  near  the  railway,  and  one  area  of  pine  be- 
tween Bayan  Aul  and  Karkarali  and  another  about  150  miles 
north  of  Akmolinsk.  When  possible,  wood  is  the  only  fuel  used. 
When  not  available,  ox  droppings  are  utilized. 

Horses  and  camels. — These  are  plentiful.  Like  the  domestic 
animals,  they  are  owned  in  herds  by  the  Kirghiz  and  are  driven 
north  and  south,  according  to  season.  All  these  herds  are.  for 
the  most  part,  located  south  of  Akmolinsk.  The  number  of 
horses  is  said  to  have  greatly  decreased  since  the  war.  but  camels 
are  as  numerous  as  ever. 

Mines. — The  country  contains  important  deposits  of  coal  and 
copper.  The  most  prominent  mines  are  those  of  the  Spasski  Cop- 
per Mine  (Ltd.)  (coal  and  copper)  and  those  of  the  Voskre.senski 
Co.  at  Ekibastus,  near  Pavlodar.  The  latter  belong  to  an  English 
company  and  ai'e  connected  with  the  Irtysh  River  by  a  railroad. 
They  are  near  enough  to  the  river  to  be  a  practical  source  of  coal 
supply,  but  the  works  were  taken  over  by  the  Bolsheviki  March 
3.  1918,  and  operation  stopped.  The  mines  of  the  Spasski  Co. 
were  actively  oi>erated  up  to  May,  1017.  but  their  present  condi- 
tion is  unknown.  The  coal  and  copper  deposits  offer  great  pros- 
pects of  development.  Clay,  limestone,  quartz  (for  fire  brick), 
and  .salt  are  also  plentiful. 

Transportation. —  (See  also  general  introduction.)  Although 
the  roads  are  only  trails,  they  are  usually  good,  owing  to  the 
presence  of  silicious  rocks.  In  fact,  one  can  generally  travel 
from  place  to  place  even  where  there  are  no  roads.  Travel  is 
usually  in  small  carts  or  sleighs  drawn  by  one  horse,  one  camel, 
or  a  pair  of  oxen.  The  latter  are  used  in  the  northern  area  as 
far  as  At  Bazar,  while  camels  are  more  commonly  employed 
farther  south.    IMotor  cars  can  be  employed  locally  from  May  to 


KIRGHIZ  STEPPE.  187 

September,  but  uot  in  winter,  and  even  in  summer  tlie  sandy 
river  crossings  offer  serious  difficulties.  The  Spasski  Co.  tried 
steam  traction  engines  for  hauling  coal,  but  abandoned  them. 
Tlie  company  owns  250  good  German-made  wagons,  2-inch  tread 
iron  tiros,  with  poles  complete.  The  local  type  of  freight  wagon 
is  the  high  two-wheeled  cart  for  camels  and  the  four-wheeled 
M'agon  for  camels  or  oxen.  Camp  sites  t(»r  large  bodies  of  men 
are  available  along  the  routes. 

The  distance  between  Petropavlovsk  and  Spasski  is  477  miles. 
In  1913  the  ordinary  time  of  transit  for  the  mining  company's 
freight  was  30  to  33  days.  The  average  time  consumed  by  the 
company's  officers  in  making  the  trip  was  60  hours,  the  quickest 
trip  on  record  being  42  hours,  of  which  3G  were  actually  con- 
sumed in  traveling.  (See  spction  on  Roads,  under  Akmolinsk, 
p.  142.) 

The  River  Irtysh  is  an  important  highway.  Large  steamers 
run  from  Semipalatinsk  to  Tobolsk  during  the  open  months  and 
smaller  steamers  ascend  further  into  the  Altai  region. 

Flacc  names. — These  are  very  confusing,  as  there  are  fre- 
quently four  in  use  for  any  one  place,  viz,  the  postal  designation, 
rhe  Russian  peasant  name,  the  Kirghiz  name,  and  in  some  cases 
a  German  name. 

DETAILED  DESCRIPTION. 

Petropavlovsk.  Population,  about  43.000.  (See  Route  M,  p.  15.) 
Leaving  the  town  from  its  southern  section,  the  road  bears 
south,  crossing  the  railroad  in  about  one-fourth  of  a  mile. 
'  There  is  a  slight  down-grade  to  a  wooden  pile  bridge  about  one- 
half  mile  from  Petropavlovsk.  The  bridge  is  about  100  feet 
long  and  is  said  to  be  in  poor  repaii*.  Loads  of  3  tons  can  ordi- 
narily pass.  The  stream  is  shallow,  except  during  the  spring 
thaw.  The  banks  are  about  10  feet  high.  A  pumping  plant  is 
located  by  the  stream  bed  about  one- fourth  of  a  mile  west  of  the 
road.  From  the  bridge,  the  .road  passes  for  about  3  miles  over 
flat  country,   which   is  an  old  river  bottom.     No  work  is  ever 


138  KIRGHIZ  STEPPE. 

«l(»np  on  the  road,  and  an  ordinary  rain  causes  deep  mud.     Ai 
about  3  miles  from  Petropavlovsk,  a  slight  upgrade  briugs  one 
lo  a  small  Kirgliiz  camp,  on  the  west  side  of  the  road.     Along 
the  lirst  34  nules  there  are  a  few  ranch  houses  hi»re  and  thei'e  off 
the  road,  and  sr)mo  si-atterod  small  timber. 
Miles. 
14     A  (Jovernnient  post  station  and  small  Kirghiz  settlement 
of  a  dozen  houses  situated  in  a  slight  hollow.     Water 
is  derived  from  wells  and  small  .springs,  and  there  are 
many  large  trees.     A  good,  covered  corral   stands  on 
the  east  side  of  the  road. 
28     Karatamar.     A  Government  post  station. 
47     Kamyshlovka.     Government  post  station,  with  corral  30<t 
yards  south  on  the  road.    Also  large  covered  corral  on 
west  side.    The  country  is  level  and  flat,  and  the  road 
is  firm  and  can  be  traveled  at  all  seasons.    The  water 
from  wells  in  inclosures  is  good,  and  there  is  good  grass. 
This  stretch  lias  no  trees  or  farms. 
C).*!     Emantus.     Government  post  station.    A  few  dwellings  on 
the  west  side  of  the  road  and  ruined  turf  houses  on 
each  side  of  the  post  house.     Behind  it  is  a  well  with 
a  long  weighted  sweep.    There  is  a  new  low  growth  of 
trees.     Numerous  Kirghiz  farms  and  corrals  along  the 
route,  short  distances  from  the  road.    A  mile  south  is  a 
village  of  about  20  log  houses  with  thatched  roofs  and 
corrals.     There  are  cattle  and  horses.    Water  is  from 
wells.    The  road  is  firm,  with  pasture  on  each  side. 
70     Mizgily.     Government   post   station.     Near   this   station 
the  telegraph  line  from  Petropavlovsk,  which  follows 
the  road  thus  far,  turns  off.    The  station  is  in  a  small 
forest  of  low.  new  growth,  and  consists  of  two  houses 
and  a  corral.    Close  by  are  some  fenced  fields.    Water 
is  plentiful  from  shallow  wells.     The  road  in  the  im- 
mediate vicinity  is  soft  and  boggy.     From  this  .station 
for  nearly  20  miles  it  passes  through  a  Government 
forest  reservation  of  good  timber.     The  forest  is  laid 


SHUSHI.  189 

out  in  sections  about  a  mile  wide.  These  are  separated 
by  cleared  strips  about  50  feet  wide  and  running  east 
and  west  where  seen  along  the  post  road. 

84  A  Government  sawmill  is  located  here,  with  covered  in- 
closed lumber  sheds  and  new  wooden  dwellings  with 
iron  roofs.  About  2  miles  farther  is  a  large  log  house 
on  the  west  side  o£  the  road.  Roads  through  the  forest 
reserve  have  been  drained  to  some  extent,  but  are  soft 
with  deep  mud  in  wei  weather  and  are  slow  in  drying. 

94  A  Russi;in  village.  This  is  at  the  southern  edge  of  the 
reserve.  It  has  one  long  street  about  100  yards  wide, 
wltli  houses  on  each  side  about  200  feet  apart ;  about  30 
in  all.  They  are  of  logs  and  adobe  bricks,  with  thatched 
roofs.  Each  has  water  from  its  own  well,  and  there 
are  numerous  covered  corrals.  Some  cattle  and  many 
geese  are  kept.  The  surrounding  country  is  fertile  and 
cultivated. 

About  5  miles  beyond  the  village  tlie  road  passes 
through  a  stretch  of  lowland  some  10  miles  long,  which 
is  under  water  in  the  spring  thaw  and  sometimes  im- 
passable for  six  weeks.  The  road  is  good  in  summer  or 
fall.  For  a  stretch  of.  some  50  miles  the  road  is  wide 
and  good,  bordered  by  farming  communities  at  dis- 
tances of  5  or  10  miles.  Each  village  has  numerous 
houses,  all  using  wells,  and  most  having  covered  corrals. 
Hay  is  plentiful. 
151  Shushi.  This  is  a  large  and  prosperous  Russian  village, 
situated  on  the  shore  of  a  lake.  The  lake  is  about  1 
by  2  miles  in  size,  with  a  wooded,  rocky  hill  rising  from 
the  opposite  side.  The  granite  hills  of  the  surrounding 
region  contain  primitive  health  resorts.  The  water  of 
the  lake  is  good  and  fish  are  plentiful.  The  village  is 
laid  out  in  parallel  streets,  with  abcnit  80  or  40  houses. 
The  ground  is  good  farming  land  and  much  hay  is 
I'aised.  To  the  westward  is  a  large  extent  of  forest, 
where    all    the   lumber    for    the    southern    district    of 


140  KIRGHIZ  STEPPE. 

Akmolinsk  is  cut.  The  Spasski  ('o.  have  confessions 
tlien;  and  own  a  sawmill.  Some  trold  mininj,'  is  carried 
on  in  tlie  hills. 

The  road  from  here  swings  around  the  we.stei"u  end  of 
the  lake  and  follows  the  banks  of  its  outlet  over  a  fine 
stretch  of  country  for  about  5  miles.  No  timber. 
loG  A  Russian  settlement  and  the  halfway  station  to  Akmo- 
linsk, locatiMl  at  the  foot  ot  a  low,  treeless  liill.  It  is 
well  laid  out.  has  about  GO  houses,  and  can  accommo- 
date many  men.  Water  is  obtained  froui  wells  and 
from  underground  drainage  from  the  lake  described 
above. 

About  3  miles  beyond  the  road  crosses  a  small  stream 
on  a  wooden  bridge  about  50  feet  long.  The  bridge  is 
set  on  piles  and  is  in  bad  shape.  In  summer  the  stream 
has  only  a  foot  of  water  and  there  is  a  ford  beside  the 
bridge.  About  2  miles  beyond  the  bridge  and  a  little 
off  the  road  is  a  Government  hospital  building  not  in 
use.  The  road  is  good  here  and  on  somewhat  higher 
level  ground.  It  passes  through  numerous  villages  scat- 
tered at  distances  from  10  to  15  miles.  All  are  pi-os- 
perous  farming  communities,  usually  with  plenty  of 
hay.  Water  is  obtained  from  wells.  The  country  be- 
comes somewhat  more  rolling,  with  some  small  timber. 
The  extremely  wide  road  is  well  marked  and  can  not 
be  missed.  It  would  easily  be  distinguishable  from 
aeroplanes. 
196  Matinski.  A  Russian  village.  The  road  continues  through 
a  timbered  district  and  is  muddy  and  rough  in  bad 
weather  ,al though  always  passable. 
228  A  Russian  village  of  about  20  houses,  with  good  covered 
corrals.  Water  from  wells.  Good  feed  and  a  good 
road  through  slightly  wooded,  rough  country.  The 
Omsk  Road  joins  the  road  from  Petropavlosk  near  here. 


AKMOLINSK.  141 

248  Alekseyevski.  About  10  houses,  located  on  high  ground. 
Good  haystacks  and  pasture.  The  road  from  here  is 
along  humpy  ground,  with  few  trees.  Occa.sional  houses 
are  passed. 

257  Village  on  the  edge  of  a  small  lake  about  a  mile  long  and 
a  half  mile  wide.  Open  level  country  without  trees. 
The  main  telegraph  line  passes  through  here  and  there 
is  a  station.  The  village  contains  a  good-sized  church. 
The  road,  which  continues  good,  passes  over  rolling 
ground. 

267  Kushaki.  The  village  has  one  long  street  and  is  on  the 
edge  of  a  forest  of  small  trees,  which  begins  just  be- 
hind the  houses  on  higher  ground.  This  is  the  limit  in 
this  direction  for  trees  of  any  kind,  except  such  as 
have  been  planted  around  houses  and  cared  for.  The 
street  is  about  a  mile  long,  with  houses  at  intervals  on 
both  sides.  A  Russian  church  is  located  about  half- 
way up.  To  the  north  of  the  village,  about  2  miles 
away,  in  a  small  clump  of  trees  on  a  knoll,  is  a  wooden 
tower,  which  has  been  there  many  years,  and  seems  to 
have  been  a  well-drilling  frame. 

The  road  from  here  is  practically  level  and  runs  over 
a  broad  steppe,  dotted  occasionally  with  houses  or  small 
settlements.    The  grass  is  good,  but  water  is  scarce. 

314  Akmolinsk.  Population  probably  12,000  to  13,000;  Cos- 
sacks and  Kirghiz.  The  town  is  located  in  a  slight 
depression  of  the  rolling  ground  of  the  steppe.  The 
country  is  grass  grown  and  there  is  good  feeding  for 
ox:  transport,  but  it  is  barren  of  trees.  Aeroplanes 
could  land  anywhere.  The  town  is  prosperous,  and  is 
tlie  seat  of  government  for  the  Akmolinsk  Province.  It 
contains  a  telegraph  station,  post  office,  branch  of  the 
Imperial  Bank,  police  headquarters,  large  stores,  a  tal- 
low factory,  a  soap  factory,  a  power  flour  mill,  and 
about  100  small  wind  gristmills.  These  are  of  the 
Dutch  type  and  are  the  most  striking  feature  of  the 
village,  being  grouped  on  high  ground  at  the  eastern 


142  KIRGHIZ  STEPPE. 

end.  There  is  a  small  machine  shop  with  small  swing 
lathe,  shaper,  drill  presses,  and  blacksmith  outfit.  The 
power  is  a  gasoline  engine.  A  fair  with  a  turnover  of 
1,500,000  rubles  is  held  each  year.  The  chief  trade  is 
in  cattle.  The  dwellinf,'s  are  about  200  feet  apart  on 
laid-out  street,  with  inclosed  yards.  The  roofs  are  gen- 
erally of  iron  with  a  30  per  cent  pitch.  The  village  also 
has  a  number  of  churches,  the  domes  of  which  are 
visible  for  a  long  distance.  Camp  sites  are  available 
anywhere  outside  the  city,  but  water  is  not  very  abun- 
dant. There  are  a  number  of  town  wells  with  power  and 
hand  pumps,  and  the  water  is  delivered  in  wagons. 
Fuel  is  not  readily  available,  the  nearest  timber  being 
about  46  miles  north.  Cattle  are  numerous  in  all  the 
surrounding  country,  and  in  all  directions  are  farms 
and  ranches  worked  by  Russians  and  Kirghiz.  Good 
stocks  of  food  supplies  are  kept  here.  There  is  direct 
telegraph  connection  north  to  Petropavlosk  and  Omsk 
and  south  to  Karagandy. 

In  1915  and  1916  the  town  was  a  mobilization  center 
for  the  district  drafts  sent  north.  In  August,  1916, 
there  were  2,000  troops  in  the  immediate  vicinity,  to 
prevent  Kirghiz  uprising  in  protest  to  the  mobilization 
of  the  Kirghiz  who  were  exempt  by  treaty.  About  100 
German  officer  prisoners  were  confined  here. 

Roads  radiate  from  here  in  all  directions ;  eastward 
covering  the  Irtysh  River  section ;  southward  to  the 
rich  farming  country,  the  copper  and  coal  mines,  and 
farther  to  the  wool  and  hide  section;  westward  to- 
ward At  Bazar.  They  are  merely  the  natural  surface 
of  the  steppe,  no  work  ever  having  been  done  on  them. 
They  are  fair  in  dry  weather,  but  generally  muddy  and 
boggy  in  wet,  and  after  the  spring  thaw.  Hundreds  o1' 
wagons  pass  over  the  main  roads  in  a  day,  but  owing  to 
the  fact  that  they  do  not  track  and  because  of  the 
wobbly  wooden  wheels  there  are  no  ruts.     The  road 


NURINSK.  143 

limit  is  the  horizou.     Heavy  touring  automobiles  aver- 
age about  20  miles  an  hour. 

Leaving  Akmolinsl^  the  road  leads  to  the  south  up  a 
10  per  cent  grade  for  a  short  distance,  then  over  hills 
for  a  few  miles.  A  few  miles  from  the  city  it  crosses 
the  River  Ishira  at  a  ford,  which  would  be  trouble- 
some for  a  motor  car.  The  first  village  is  about  10 
miles  out.  About  15  miles  south  it  traverses  a  piece 
of  low,  flat  country,  which  is  inundated  in  the  spring 
sometimes  for  weeks.  From  the  first  village  all  the 
way  to  the  Nura  River  there  is  farm  after  farm,  mainly 
held  by  German  colonists,  who  have  the  best  breeding 
stock  in  the  country.  Large  quantities  of  natural  hay 
are  cut  and  much  wheat  and  oats  are  raised.  The  road 
continues  over  the  open  country  of  the  broad,  rolling 
steppe. 

5  Kubelisk.  Post  station.  A  village  with  one  long  sti'eet. 
Tlie  posthouse  is  on  the  west  side  of  the  road.  At  the 
north  end  of  the  village  is  a  20-foot  wooden  bridge 
over  a  deep  gully.  The  road  passes  through  many  vil- 
lages. 

;)  Nvirinsk.  Population  about  500.  A  compact  village  of 
prosperous  German  colonists,  with  well-built  houses, 
mostly  thatched.  There  is  plenty  of  hay  and  300  or 
400  head  of  cows.    The  water  is  from  wells. 

The  road  continues  level  and  good  through  a  well- 
grassed  country  to  the  Nura  River.  Just  before  reach- 
ing the  river  a  low  range  of  hills  is  encountered,  which 
parallels  the  stream.  The  grades  are  about  12  per 
cent.  The  river  crossing,  a  ford,  is  dominated  by  the 
heights.  In  addition  to  the  ford  there  is  a  short  wooden 
bridge  over  a  washed-out  dam  at  an  old  flour  mill.  At 
this  point  the  crossing  is  from  50  to  100  feet  wide. 
(There  is  another  crossing  and  ford  10  miles  farther 
up.)     On  the  opposite  bank  is  a  low,  flat  hill. 

)  A  German  village.  This  is  on  the  south  bank  of  the 
above  river.    It  consists  of  about  20  houses,  well  built. 

87569 — 18 — PT  4 10 


144  KIRGHIZ  STEPPE. 

The  road  from  here  goes  up  a  slight  gradual  grade 
through  a  good  grass  country  to  Karagandy.  About 
halfway  is  a  partly  demolished  house  and  stable. 
440  Karagandy.  Population  about  300  normally,  mijstly 
Kirghiz  miners,  Russians,  and  an  Engli.sh-speaking 
staff.  The  buildings  include  dwellings  for  staff,  work- 
men's barracks,  store  warehou.ses,  and  stables.  The 
latter  have  accommodations  for  30  animals  in  winter. 
About  500  men  could  be  housed.  This  is  the  coal- 
mining camp  of  the  Spasski  Co.,  furnishing  all  coal 
used  for  power,  heating,  smelting,  etc.,  at  Spasski. 
Sara  Su,  and  Uspenski.  The  equipment  includes  two 
hoisting  engines,  good  for  500  feet ;  4  Babcock  &  Wil- 
cox tubular  boilers,  of  approximately  100  horsepower 
each ;  a  compressor  of  about  1,000  feet  of  free  air  per 
minute ;  complete  blacksmith  shop,  with  1  small  lathe, 
20-inch  swing  drill  press,  grinders,  etc.  The  mine  is 
operated  by  two  shafts,  300  feet  deep,  both  fully 
equipped,  but  only  one  in  use.  It  is  capable  of  furnish- 
ing a  minimum  of  100,000  tons  a  year  by  continuous 
work.  The  coal  is  a  gaseous  lignite,  25  to  30  per  cent 
ash,  and  practically  fi'ee  from  sulphur. 

TJie  water  supply  is  good  and  sufficient  for  2,000 
men.    It  is  capable  of  quick  development. 

A  narrow-gauge  railway,  275  miles  long,  runs  to 
Spasski.  It  has  3  locomotives,  about  4  flat  cars  (about 
10-ton  capacity),  and  20  bottom  dump.  They  are  all  in 
fair  condition  only.  The  track  is  good,  rails  about  75 
pounds.  Karagandy  is  the  terminus  of  the  post  road 
from  Petropavlovsk  and  of  the  telegi-aph  line  from 
Akmolinsk  and  the  north.  A  telephone  line  runs  south 
to  Spasski.  Sara  Su,  and  Uspenski.  Roads  follow 
the  ground  formation  westward  to  numerous  settle- 
ments of  Russians.  Germans,  and  Kirghiz,  and  south  to 
Spasski  and  beyond. 

The  Spasski  road  proceeds  over  the  nearly  level 
steppe,  following  the  railroad  closely  and  passing  many 


SPASSKI.  146 

farms.  There  are  two  water  stations  on  the  railroad, 
about  8  miles  apart.  The  water  is  pumped  by  connect- 
ing the  steam  of  the  locomotives  to  small  pumps.  About 
13  miles  south  the  road  and  railroad  cross  the  River 
Sokar,  the  former  bj-  a  ford  and  the  latter  on  a  trestle. 
The  ford  is  good,  but  the  river  has  caused  the  railroad 
much  trouble  in  flood  time.  At  about  20  miles  the 
Spasski  Co.'s  farm  is  located  to  the  west  of  the  road. 
This  is  fully  etiuipped.  Just  before  reaching  Spasski 
there  is  a  long  hill  with  about  a  10  per  cent  grade  to 
the  top. 
4G5  Spasski.  Population  about  1,500.  This  is  the  headquar- 
ters of  the  Spasski  Copper  Mines  Co.  (Ltd.).  The  vil- 
lage is  located  at  the  foot  of  a  considerable  hill  (200  to 
300  feet  high),  which  commands  the  entire  settlement. 
The  main  road  traverses  the  hill  and  enters  the  town 
on  a  12  per  cent  grade  from  its  top.  The  railroad  enters 
by  a  curve  on  the  level  ground  from  the  northwest.  The 
ground  is  rocky  and  there  are  no  trees,  but  to  the  south 
and  south\yest  it  is  level  and  well  grassed.  Aircraft 
could  land  anywhere  in  those  directions.  To  the  north 
and  northwest  are  large  fields  of  natural  hay  and  numer- 
ous farms  on  which  fodder  corn,  wheat,  and  oats  are 
raised. 

The  village  contains  the  various  mining  buildings,  a 
Russian  bath,  company's  store,  laboratory,  and  electric 
light  power  station,  flour  mill,  brick  plant,  church,  work- 
men's barracks,  staff  houses,  doctor's  house,  powder 
magazine  (on  the  hill),  a  hospital,  and  other  buildings. 
The  roofs  are  of  ii-on  with  a  30  per  cent  pitch.  The 
hospital  is  well  equipped  for  100  patients.  It  is  a  large 
brick  building  with  sun  porches  on  the  south  and  west, 
and  has  a  complete  kitchen.  In  INIarch,  1917,  the  stock 
of  medicines  was  very  complete  except  for  iodine  and 
aspirin.  The  company's  plant  includes  a  complete 
blacksmith  and  machine  shop,  small   (300-pound)   iron 


146  KIRGHIZ  STEPPE. 

cupola,  cari)eiiter  shop  with  electric-driven  saws,  planes, 
and  edger,  counnon  red,  silica,  and  fire  brick  plants  and 
kilns,  with  ueconipanying  crushing  and  grinding  plant, 
electric  light  and  power,  complete  copper  smelting,  con- 
verting and  refining  plant,  a  concrete  stack  75  feet  high 
and  4  iron  stacks  50  feet  high,  a  small  flour  mill,  lime 
kilns,  hay  harvesting  and  baling  machines,  wagons, 
sleds,  traveling  carriages,  sleighs,  all  necessary  har- 
ness, about  150  head  of  camels,  200  oxen,  and  100  horses. 
Nearby  are  excellent  deposits  of  fire  clay,  red-brick 
clay,  silica,  and  lime. 

Water  is  obtained  from  wells  and  carted,  but  there  is 
lack  of  surface  drainage,  and  the  shallow  wells  are 
easily  polluted.  Typhoid  is  very  prevalent  at  times, 
and  all  water  should  be  boiled.  Otherwise  general 
health  conditions  are  good.  The  road  proceeds  through 
a  grass  country,  About  11  miles  out  is  a  well-built 
covered  camel  corral  with  a  well  and  good  water.  At 
about  20  miles  the  route  passes  over  some  hills  (grades 
8  per  cent)  and  down  into  the  vallej'  of  the  Nura  River. 

487  Nura  crossing.  The  stream  is  crossed  on  a  low-piled 
bridge  about  40  feet  long.  It  is  al.so  fordable  except  in 
freshets.  There  is  a  good  covered  camel  shed  here. 
From  the  crossing  to  Barrier  the  road  Is  good  and 
parallels  a  fairly  high  range  of  mountains.  The  grass 
continues  good. 

500  Darrier.  This  is  a  camel-shed  station,  with  water  at 
shallow  depth.  There  are  wells  and  splendid  grass. 
The  road  passes  over  a  slight  rise  to  the  next  village. 

512  Russian  village.  This  straggles  from  the  road  back  for 
a  mile  or  so  over  an  underground  water  channel.  It 
has  a  good  covered  camel  shed.  The  road  continues 
up  a  slight  grade  and  then  over  a  mile  or  so  of  soft 
ground  to  a  point  where  it  divides,  a  branch  going  to 
Sara  Su,  and  the  main  road  proceeding  to  Uspeuski. 

520  Sara  Su.  (Population  about  100.)  About  one-third  Rus- 
sians and  two-thirds  Kirghiz,  all  employed  at  the  com- 


SARA  STJ.  147 

pany's  works.  The  liouses  and  works  are  stone  build- 
ings witli  iron  roofs.  The  barrack.s  consist  of  3  to 
12  room  houses,  rooms  10  by  12  feet,  with  storm  en- 
trances. The  Russian  staff  quarters  consist  of  six 
2-room  apartments,  each  with  storm  entrance.  The 
director's  fiouse  has  6  rooms  and  a  bath.  There  is 
also  a  well-equipped  Russian  bathhouse.  The  winter 
camel  shed  is  100  by  100  feet,  covered  with  thatch, 
and  with  harness  and  teamsters'  rooms.  The  stable 
accommodates  12  horses. 

The  company's  works  are  built  on  the  western  slope 
of  an  isolated  granite  bntte  which  rises  about  80  feet 
above  the  surrounding  country.  The  extent  of  the 
higher  ground  is  about  4.000  feet  north  and  south,  and 
about  300  feet  wide.  A  Go-foot,  54-inch  round  iron 
smoke  stack  rises  from  the  apex  of  the  hill  and  is  con- 
nected by  a  stone  flue  to  the  power  plant  of  the  works 
below  to  the  west.  This  stack  can  be  seen  at  distances 
of  from  16  to  25  miles  and  is  an  exceptional  landmark. 
There  is  a  complete  blacksmith  shop  with  26-inch  lathe, 
drill  press,  grinder,  pipe,  and  bolt  threading  tools  up 
to  2  inches;  two  150-horsepower  Wolff  compound  con- 
densing locomobile  engines,  developing  a  total  of  200 
horsepower,  a  530-volt  60  A.  M.  P.  generator,  belt-driven 
transformer  530  to  110  volts,  a  25-horsepower  motor 
for  pumping  plant,  and  a  20-horsepower  motor  for  in- 
cline hoist.  The  crushing  machinery  consists  of  one 
12  by  20  and  two  6  by  20  Blake  type  crushers,  two  12 
by  30  crushing  rolls,  two  Harding  pebble  mills,  and 
flotation  concentrating'  plant  with  drier.  There  is 
also  a  small  double-drum  hoist,  electrically  driven, 
capable  of  raising  3,600  pounds  on  a  25  per  cent  grade. 
There  are  two  wagon  scales. 

Water  for  the  works  is  from  a  25-foot  well  located  a 
quarter  of  a  mile  from  the  river.  It  furnishes  250  gal- 
lons per  minute  of  splendid  water  which  is  filtered  into 
the  well  through  a  natural  gravel  bed  capped  by  nu- 


148  KIRGHIZ  STEPPE. 

merous  layers  of  compact  clay.  It  is  pumped  and  de- 
livered to  a  height  of  125  feet  to  the  works  through 
3,200  feet  of  6-inch  iron  pipe  by  a  12  by  14  geared  triplex 
electric  pump.    The  pipe  is  buried  4  feet  and  freezes. 

No  fuel  is  available  except  ox  droppings  and  coal  from 
Karagandy. 

Herds  of  cattle,  horses,  sheep,  and  camels  are  pastured 
in  all  directions  except  in  winter  when  they  are  driven 
south.  The  pasture  is  good  in  spring  and  summer  and 
well  into  the  fall. 

The  telephone  line  from  Spasski  passes  thrf»ugh  here 
and,  by  switchboard,  to  Uspenski. 

The  country  is  open  rolling  steppe,  without  trees,  and 
aeroplanes  could  land  anywhere. 

The  Sara  Su  River  flows  east  to  \\est  al)0ut  300  feet 
south  of  the  works  and  is  ordinarily  a  small  stream 
only  a  few  feet  in  width,  but  during  the  spring  freshets 
is  from  50  feet  to  a  half  mile  wide  varying  with  the 
rapidity  of  the  thaw  and  the  amount  of  snow. 

About  40  miles  to  the  east  on  the  river  is  a  large  Ger- 
man colonist  settlement  and  another  about  36  miles  to 
the  northwest.  In  1916  a  motor  car  traveled  west  to 
Jez  Kaagan,  following  the  river  for  the  first  70  miles 
through  a  series  of  Russo-German  villages.  After  leav- 
ing the  river  there  were  no  villages  or  farming,  and  the 
route  crossed  the  open  steppe,  broken  only  by  a  few 
camel  caravan  routes, 
520  Uspenski.  Population  about  700  (about  600  Kirghiz, 
with  Russian  and  English  staff).  This  village  is  the 
farthest  outpost  of  modern  civilization.  Roads  lead  to 
the  south  and  west,  but  only  Kirghiz  camps  are  found. 
The  most  important  copper  mine  of  the  Uspenski  Co. 
is  located  here.  The  mine  and  village  are  situated  on 
a  long,  low  hill  slope  with  lower  ground  to  the  north 
and  east  and  higher  to  the  west.  The  highest  point  is 
about  200  yards  from  the  main  road.  There  are  no 
trees,  but  natural  hay  grows  everywhere  outside  the 
town.     Aircraft  could  land  anywhere. 


TJSPENSKI.  149 

The  barracks  are  well  built  of  brick  and  stone,  witli 
iron  roofs.  The  company  has  a  store  and  a  well- 
equipped  hospital.  A  dynamite  magazine  is  located 
about  one-fourth  of  a  mile  northeast  and  is  protected 
with  20-foot  poles  carrying  lightning  rods.  The  build- 
ing is  short-circuited  to  the  ground  by  an  envelope  of 
f-inch  iron  rods,  bound  together  at  4-inch  intervals. 

The  water  supply  is  very  limited  and  poor.  Fuel  is 
hauled  from  Karagandy.  Forage  for  animals  is  not  to 
be  counted  on,  but  pasture  is  good  and  unlimited  from 
April  to  September. 

The  mine  produces  only  low  6  per  cent  copper,  the 
high-grade  ore  being  exhausted.  The  life  of  the  mine 
is  now  said  to  be  limited  unless  new  deposits  are  dis- 
covered. There  are  two  hoisting  steam  engines,  good 
for  700  feet  with  2-ton  lift;  four  Babcock  &  Wilcox 
tubular  boilers,  100  horsepower  each ;  a  2,400-cubic  feet 
free-air  Ingersoll  Rapd  compound  steam  and  air  com- 
pressor ;  and  two  1,000-cubic  feet  free-air  Ingersoll  Rand 
single-steam  and  compound  air  compressor  in  fair 
shape;  air-drill  sharpeners  (new);  about  twenty  2| 
air  drills  and  six  small  jack  hammer  drills;  and  com- 
plete blacksmith  shop  for  all  work. 

About  a  half  mile  south  of  the  town  is  a  quarry  of 
good  sandstone  for  building.  There  are  also  lime  de- 
posits within  a  couple  of  miles  and  clay  for  bricks  as 
well  as  kilns  for  burning  both. 

To  the  south  runs  a  road  which  eventually  strikes  the 
Kara  Su  River,  which  leads  to  the  Turkestan  Rail- 
road from  Samara  to  Tashkent.  This  road  is  seldom 
used  and  is  not  suitable  for  the  movement  of  troops. 
To  the  southeast  the  country  toward  Lake  Balkash  is 
sandy  and  extremely  alkaline.  Water  is  very  scarce, 
and  partly  for  this  reason  and  partly  owing  to  the 
scarcity  of  pasture  and  the  unreliability  of  guides,  the 
country  is  dangerous  for  traveling.  There  is  some 
travel  in  it  in  the  springtime  between  Tashkent  and 


150  KIRGHIZ  STEPPE. 

the  large  horse  fair  held  at  Kuyandi.  In  Lake  Balkash 
the  water  is  said  to  be  sweet  on  the  north  side  and  some- 
what brackish  on  the  south. 

Route  W-2 — Pavlodae  to  Karkabalinsk. 

0  Pavlodar.  (See  Pt.  Ill,  p.  119.)  Leaving  the  town  the 
road  crosses  the  River  Irtysh  by  means  of  a  ferry.  The 
road  passes  over  dry,  barren  country  interspersed  with 
many  salt  lakes.  At  14  miles  it  crosses  the  railroad 
which  connects  the  coal  mines  of  the  Voskresenski 
Co.  with  the  River  Irtysh  at  Voskresenski  Landing, 
24  miles  by  river  above  Pavlodar.    Road  good. 

26  Kalkoman.  A  Government  post  station.  Road  continues 
through  a  dry,  barren  land. 

52  Jermantus.  A  Government  post  station  on  the  sliore  of 
an  intensely  salt  lake,  the  beach  of  which  is  incrusted 
with  heavy  deposits  of  salt.  These  are  removed  annu- 
ally, but  grow  again  by  natural  processes. 

72  Kaida-ul.  A  Government  post  station.  Road  continues 
through  same  type  of  country. 

99  Chak  Chan.  A  Government  post  station  in  barren,  roll- 
ing steppe.  At  this  point  a  road  branches  off  to  the 
west  to  the  mines  at  Bayandi  Kuduk  and  thence  to 
Akmolinsk.  (See  Route  W.  3.)  The  mountains  around 
Bayan  Aul  are  faintly  visible  from  here. 
120  Kandi  Kara  Su.  A  Government  post  station  near  the 
foot  of  the  Granite  range  of  mountains  which  domi- 
nates Bayan  Aul.  Road  passes  around  mountains,  and 
in  bad  weather  is  heavy  and  rough. 
140  Bayan  Aul.  A  Cossack  town  in  a  valley  in  the  Granite 
Mountains  which  are  thickly  wooded.  Very  beautiful 
country  with  numerous  fresh-water  lakes. 
250  Karkaralinsk.  A  Cossack  town.  The  headquarters  of  a 
large  forestry  industry  under  Government  control.  The 
road  passes  through  the  site  of  the  Kuyandi  fair,  the 
largest  fair  for  the  sale  of  live  stock  in  Siberia,  prob- 
ably in  the  world. 


CHAK  CHAN  TO  AKMOLINSK.  161 

Route  W-3 — Chak  Chan  to  Akmolinsk  via  Bayandi  Kuduk. 

0  Chak  Chan.  A  Government  post  station  on  the  Pavlodar- 
Karkaralinsk  post  road,  99  miles  from  Pavlodar.  (See 
Route  W-2.)  There  is  no  Government  post  road  sj'S- 
tem  on  the  Chak  Chan-Akmonlinsk  Road.  The  road 
turns  abruptly  west  from  Chak  Chan  and  proceeds 
through  a  barren  rolling  country  without  any  obstruc- 
tions. 
33  Bayandi  Kuduk.  This  is  situated  in  a  barren  rolling 
country  interspersed  with  numerous  shallow  lakes..  A 
good  seam  of  coal  is  found  here,  but  the  mine  is  poorly 
developed.  Numerous  copper  prospects  witliin  a  radius 
of  40  miles,  none  of  which  are  developed.  A  roughly 
equipped  copper  smelter  with  houses  and  rough  plant. 
From  Bayandi  Kuduk  a  branch  road  branches  off  to 
the  southeast  to  Bayan  Aul ;  distance,  42  miles.  This 
road  joins  the  Pavlodar-Karkaralinsk  road  at  Kandi 
Kara  Su.  (See  Route  W-2.)  Here  there  is  an  old 
abandoned  mine  of  the  Popoffs.  Like  other  steppe  roads, 
this  runs  thi-ough  an  open,  unobstructed  country  until 
it  approaches  the  mountains  at  Kandi  Kara  Su. 

From  Bayandi  Kuduk  the  main  road  proceeds  west- 
ward through  an  unsettled,  rolling  country,  with  nu- 
merous traces  of  copper  ore.    At  64  miles  it  crosses  the 
road  from  Bayan  Aul  to  Petropavlovsk.     At  72  miles 
passes  IMount  Tas  Cheku.     At  96  miles  passes  a  large 
lake,  Saumal  Kul.     At  100  miles  passes  Mount  Aman 
Tau.    Shortly  after,  crosses  the  Chiderty  River. 
112     Tasty  Adir   copper   mine.     This   is  an   important   mine 
which  has  been  worked  since  prehistoric  times.     The 
road  continues  through  open  country. 
200    Akmolinsk.     (See  Route  W-1.) 

Route  'W-4,  Bayan  Aul  to  Karagandy  Coax  Mine. 

0    Bayan   Aul.     This   is  a  point  on  the  Government   post 
road  beteewn  Pavlodar  and  Karkaralinsk.     (See  Route 


152  KIRGHIZ  STEPPE. 

W-2.)  Di.stance.s  are  only  estimated.  After  leaving 
the  timber  area  the  road  proceeds  west  over  an  open 
country  without  any  settlement  except  the  huts  of  a 
few  Kirghiz. 
170  Karagandy  coal  mine.  A  point  on  the  Petropavlovsk- 
Uspeuski  road.  (See  Route  W-1.)  The  reporter  made 
the  journey  in  severe  winter  weather  in  March,  1913 ; 

the  storms  were  bad. 

Hours. 

Total  lapsed  time  on  trip 120 

Total  actual  travel  time 50 

Made  the  same  trip  on  21st  May  (after  spring  thaw) 
in  70  hours  lapsed  time  without  effort. 

There  are  no  obstructions  on  this  route,  except  that 
the  River  Nura  (North  Fork)  must  be  crossed  at 
Sannikoff,  near  Karagandy.  Crossing  impossible  in 
flood  times ;  not  bad  at  other  times. 

Routes    W-5    and    W-6,    Kaekaeai,insk    to    Karagaxdy    and 
Karkaeaxinsk  to  Uspenski. 

Karkaralinsk  is  the  terminal  station  of  the  post  road  from 
Pavlodar  to  Karkaralinsk.     (See  Route  W-2.) 

Karagandy  is  a  station  on  the  Akmolinsk-Uspenski  road. 
(See  Route  W-1.) 

Uspenski  is  the  terminal  station  on  the  post  road  from  Akmo- 
linsk  to  Uspenski.     (See  Route  W-1.) 

These  routes  need  no  special  description.  They  run  through 
the  usual  open  country  of  the  Steppes  and  are  constantly  used 
by  the  timber  carriers,  who  bring  timber  from  the  forested  area 
around  Karkaralinsk  to  the  mines  of  the  Spasski  Co.  They 
are  also  used  by  the  general  public  for  transport  of  produce 
between  Semipalatinsk,  Akmolinsk,  etc.  Distance,  about  150 
miles. 


AT  BAZAR.  163 

Route  W-7,  Petropa\'lo\  sk  to  Jusali. 

Petropavlovsk.    On  the  Siberiau  Railway  (Route  M). 

Azatski  (via  Route  W-1).  At  tliis  point  tlie  main  Gov- 
ernment post  road  swerves  to  the  west  toward  At 
Bazar,  whence  it  runs  toward  Akmolinsk. 

Kokchetovsk. 

At  Bazar.  Population,  about  5,000,  except  during  a  week 
in  May.  when  there  is  a  large  fair.  The  Kirghiz 
from  the  south  then  exchange  wool,  cattle,  horses, 
wheat,  etc.,  for  imported  wares  of  all  kinds.  There 
is  a  bank,  stores,  etc.  During  the  fairs  tlie  dealings 
total  several  million  rubles.  From  At  Bazar  the  post 
road  swings  east  to  Akmolinsk.  It  passes  through  a 
series  of  villages  20  to  25  versts  apart.  These  villages 
raise  wheat,  cattle,  and  horses.  From  At  Bazar  to 
Jes  Kasgan  the  country  is  inhabited  only  by  nomadic 
Kirghiz,  who  travel  with  their  horses,  camels,  sheep, 
and  goats.  There  is  a  fair  amount  of  grass  until 
within  about  100  versts  (66  miles)  of  Jes  Kasgan, 
where  the  sagebrush  country  begins. 

Jes  Kasgan.  At  Jes  Kasgan  are  situated  the  mines  of 
the  At  Bazar  Co.,  owned  by  the  Spasski  Copper  Fields 
(Ltd.).  They  are  well  developed,  but  not  producing, 
as  the  enterprise  is  new.  There  are  quarters  for  about 
500  men,  with  gas  power  house,  a  small  machine 
shop,  etc. 

Kassark  Pai.  About  40  miles  south  of  Jes  Kasgan.  This 
is  tlie  site  of  the  uncompleted  works  for  the  reduc- 
tion of  the  copper  ore  from  the  Jes  Kasgan  mines. 
It  is  local  headquarters  of  the  Spasski  Co.  and  con- 
tains offices,  houses  for  about  20  families  belonging  to 
the  staff,  and  workmen's  quarters  for  about  500  to 
1,000  men.  The  works  consist  of  an  up-to-date  machine 
shop,  carpenter  shop  run  by  electricity,  and  partially 
completed  concentration,  gas,  power,  and  smelting 
plants.    There  is  a  reservoir  reported  capable  of  hold- 


154  KIRGHIZ  STEPPE. 

inj?  20,000,0(X)  sallons  of  water  collected  during  tli« 
spring  freshets  of  the  Kuniala  River  watershed.  At 
Bai  Kanur,  25  miles  southwest  of  Kassark  Pai,  is  the 
site  of  the  coal  mines  of  this  enterprise.  The  deposit 
is  lignitic,  of  about  8,000  British  thermal  units.  The 
mines  are  well  developed.  A  3-foot  railway  connecting 
Jes  Kasgan,  Kassark  I'ai,  and  B;ii  Kanur  is  under 
construction. 
760  Jusali.  A  station  at  Fort  No.  2  on  the  Orenburg-Tash- 
kent Railway.  This  railroad  was  built  primarily  for 
military  purposes.  Tustli  has  extensive  side  tracks, 
large  station,  buildings,  etc.  It  is  situated  on  the 
Sara  Su  River,  which  empties  into  the  Sea  of  Aral. 
Between  Kassark  Pai  and  Jusali  the  country  is  sandy 
and  is  covered  with  sagebrush.  There  is  little  water, 
and  most  of  it  is  brackish.  The  transport  is  entirely 
by  camel,  or,  in  summer,  by  motor  cars. 


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UFA  TO   SIMBIRSK. 


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UFA  TO  SIMBIRSK.  157 

GENERAL  DESCRIPTION. 

MILITARY  IMPORTANCE.— (1)  This  route  would  furuish  au 
important  supply  line  if  a  battle  front  were  maintained  along  the 
Volga  or  farther  west.  (2)  It  runs  through  a  region  that  ordi- 
narily has  a  surplus  of  food  products,  especially  cereals,  honey, 
and  animals.  (3)  It  furnishes  an  alternative  route  between 
Moscow  and  Ufa.  (4)  It  offers  another  crossing  of  the  A'olga 
by  bridge  in  addition  to  the  bridge  at  Syzran. 

TERRAIN. — The  first  third  of  the  route  runs  through  a  low 
plateau,  broken  by  broad  river  valleys  several  hundred  feet  deep. 
Tliere  are  no  great  elevations,  but  sometimes  the  sides  of  the 
valleys  are  quite  steep  where  they  have  been  undercut  by  the 
water. 

In  the  second  third  the  valleys  broaden,  the  slopes  become 
gentler,  and  the  country  assumes  the  aspect  of  a  rolling  plain 
sloping  to  the  west.  In  the  last  part>  of  the  route  the  rolling 
plain  merges  into  the  flat  lowland  of  the  Volga  valley  with 
gentle,  isolated  hills  between  the  rivers.  Much  of  the  country 
is  forested,  but  still  larger  areas  are  in  fields. 

COMMUNICATIONS.— From  Ufa  to  Chishmy  this  route  is  iden- 
tical with  the  main  railway  from  Zlatoust  to  Samara  (Route  M). 
At  Chishmy  it  diverges  to  the  west  and  runs  through  Bugulma 
to  Simbirsk  on  the  Volga.  Throughout  its  whole  length  the  rail- 
way is  roughly  paralleled  by  a  telegraph  line  and  post  road, 
while  other  post  roads  meet  it  from  the  north  and  south.  Both 
Ufa  and  Simbirsk  are  river  ports,  Ufa  being  the  head  of  navi- 
gation on  the  Byelaya  River  and  Simbirsk  being  one  of  the  im- 
portant Volga  ports. 

INDUSTRIES.— The  region  traversed  by  this  route  is  chiefly 
agricultural.  Grains,  hemp,  flax,  and  fruits  are  the  chief  crops. 
Bees  are  kept  by  many  of  the  farmers.  Grazing  interests  are 
important,  and  sheep,  horses,  and  cattle  are  numerous. 


158  UFA  TO  SIMBIRSK. 

DETAILED  DESCRIPTION. 


Miles 

Distaj 

from 

froi\ 

Vladivostok 

.     CMsh 

4,340  M 

4,  369  M 

0  y 

0  M 

4,371  M 

4  V 

3  M 

4,  390  M 

32  Y 

21  M 

4,410  M 

62  V 

41  M 

4,  430  M 

92  Y 

61  M 

4,  449  M 

121  V 

80  M 

4.  470  M 

153  Y 

101  IM 

4,491  M 

184  Y 

122  M 

4,503  :\[ 

202  Y 

134  jM 

Ufa  (lloute  M).  From  Via  t<j  (Jliisliniy  the 
line  is  identical  with  the  Zlatoust-Samara 
line. 

Chishmy  I  (lloute  M).  Main  station  on 
the  Zlatoust-Samara  line. 

Chishmy  II.  A  station  on  the  Simbirsk 
Railway.  The  Simbirsk  line  follows  a 
small  valley  to  the  northwest,  while  the 
main  line  runs  southwest. 

Blagovar.  The  line  crosses  a  low  divitle 
and  descends  into  a  small  valley. 

Buzd-yak.  The  line  follows  the  small  val- 
ley to  the  southwest  and  west,  then  con- 
tinues to  the  northwest  and  crosses  a  low 
divide. 

Kandry.  The  line  runs  to  the  west  and  fol- 
lows a  small  valley  into  the  Ik  Yalley. 

Tuimaza.  In  the  Ik  Yalley.  The  line  as- 
cends the  west  slope  of  the  valley,  follow- 
ing a  small  tributary  to  the  northwest. 

Yutaza.  The  line  runs  to  the  northwest, 
then  turns  to  the  southwest,  leaving  the 
small  valley.  It  ci-osses  a  low  divide  and 
descends  into  the  Zai  Yalley. 

Zai.  On  the  Zai  River  near  its  headwaters. 
The  line  runs  to  the  southwest  and  avoids 
a  liig  turn  of  the  river. 

Bugiilma.       (I'opulation,    nearly     10,000.) 

.  Railway  restaurant.  This  town  on  the 
Zai  River  has  6  schools,  including  an 
industrial  school,  a  Government  agricul- 
tural station,  a  hospital,  and  distilleries. 
Fairs  are  held  here  twice  a  year.     The 


CKELNA. 


1^ 


4,  614  M 


Distance 
■from 

Chishmy. 
236  V 
156  M 


269 

V 

178 

M 

287 

V 

190 

M 

321 

V 

213 

M 

348 

V 

231 

M 

369 

V 

245 

M 

400  V 

265 

M 

87569— 18— PT  4 


principal  trade  is  in  linen,  hides,  wool, 
horses,  and  cattle.     The  surrounding  re- 
gion   is    agricultural.      Post    roads    lead 
northwest    to    Chistopol    and    south    to. 
Buguruslan, 

The  railway  leaves  the  Zai  Valley  and 
runs  southwest  and  south  across  a  low 
divide  to  the  Sheshma  Valley. 
Dymka.  On  the  Sheshma  River.  The  line 
leaves  the  valley  and  runs  to  the  south- 
west, making  turns  to  the  west  and  south, 
following  in  general  an  upland. 

A  post  road  crosses  the  line  almost  at 
right    angles   befoi'e    reaching    the    next 
station. 
Klyavlino.     The  route  turns  to  the  north- 
west, following  the  upland. 
Shelashnikovo.     The  line   continues  to   the 
northwest  along  the  upland  and  makes  a 
sharp  turn  to  the  southwest  before  reach- 
ing the  next  station. 
Shentala.     Soon  after  leaving  this  station 
the  line  runs  west  and  descends  into  the 
Kondurcha  Valley. 
Chelna.      On    the    Kondurcha    River.      The 
post  road  crosses  the  line  and  branches  to 
the  southeast.     The  railway  follows  the 
valley  to  the  west,  keeping  close  to  the 
river. 
Nurlat.     Railway  restaurant.     A  post  road 
runs  to  the  northwest.     The  line  leaves 
the  valley,  turns  to  southwest,  and  follows 
the  upland  parallel  to  the  river. 
Pogruznaya.     On  the  upland.     A  post  road 
runs  northwest  and  southeast  through  the 
village.     The  railway  turns  to  the  west 
and  descends  gently  into  the  valley  of  the 
Cheremshan,  a  tributary  of  the  Volga. 
11 


160  UFA  TO  SIMBIRSK. 

Miles  Distance 

from  from 

Vladivostok.     GMshrny. 

4,651  M      425  Y     Yakiishka.     The   line   runs   along   the   flat 
282  M        valley  of  the  Chererashan  to  the  southwest 
and  west. 
4,671  M      456  V     Melekess.       (Population,    8,500.)      Kailway 
302  M        restaurant.     A   town  in   the   district   of 
Stavropolsk   in   the   Government   of   Sa- 
mara, located  at  the  junction  of  the  Mele- 
kess and  Cheremshan  Rivers.    The  town 
has  a  bank.  Government  hospital,  a  store 
for  farm  machinery,  a  drug  store,  8  flour 
mills,  a  distillery,  and  50  small  establish- 
ments. 

About  10  miles  southwest  of  the  town  is 
the  village  of  Myllovka,  with  a  population 
of  about  2,000.  Nearby  is  a  linen  mill  em- 
ploying 800  men  and  a  distillery  employ- 
ing 60  men.  This  is  a  grain  and  fruit 
raising  country. 

The  railway  ascends  the  bluffs  on  the 
west  side  of  the  river  and  runs  northwest 
along  the  highland. 
Bryandino.    The  line  turns  to  the  west,  con- 
tinuing on  the  divide,  and  then  descends 
to  the  flat  of  the  valley. 
Volkovo.    Platform  stop. 
Cherdakly.     On   the  valley   flat.     The  line 

continues  west  to  the  river. 
Chasovnya-Verkhnaya.  Railway  restau- 
rant. On  the  east  bank  of  the  Volga.  The 
line  crosses  the  river  by  a  long  steel 
bridge,  a  modern  structure.  This  bridge 
was  injured  by  the  Bolsheviki  in  October, 
1918,  but  was  reported  to  have  been  speed- 
ily repaired. 


4,  686  M 

478  V 

317  M 

4,  708  M 

.512  V 

339  M 

A  721  U 

531  V 

352  M 

SIMBIRSK.  161 

Miles  Distance 

from  from 

Vladivostok.     Cliishmy. 

4, 728M      541V      Simbirsk.     (Population  75,000.)     Capital  of 
359  M     the  Government  of  iSimbirsk. 

Strategic  importance. —  (1)  From  its 
height  the  city  commands  the  surrounding 
region.  (2)  It  guards  the  bridge  across 
the  Volga,  a  very  important  structure.  (3) 
Simbirsk  is  the  main  station  on  the  Ufa- 
Chishmy-Simbirsk  line,  which  runs  west  to 
connect  with  the  main  line  of  the  Trans- 
Siberian  route  at  Inza.  The  city  is  also  the 
terminal  of  post  roads  from  different  direc- 
tions. It  is  important  in  the  river  trade  of 
the  Volga.  (4)  Simbirsk  is  surrounded  by 
a  food-producing  region,  from  which  sup- 
plies could  be  obtained  in  large  quantities. 

Location. — The  city  is  on  a  hill,  560  feet 
above  sea  level,  between  the  west  bank  of 
the  Volga  and  the  Sviyaga  Rivers.  It  is 
about  midway  between  Samara  and  Kazan. 

Details  of  the  city. — The  best  part  of  the 
city  is  on  the  hill.  The  commercial  quar- 
ters, including  the  warehouses  and  the  poor- 
est suburbs  are  on  the  slopes  between  the 
hill  and  the  rivers. 

In  1901  the  city  had  30  Government  build- 
ings, 1,480  stone  houses,  1  Lutheran,  1 
Catholic,  and  29  Greek  Orthodox  Churches, 
a  Jewish  Synagogue,  and  a  Tartar  Moham- 
medan Mosque.  The  city  has  39  schools, 
including  a  high  school  for  boys  and  girls 
and  a  military  school.  Almost  9  miles  from 
the  city  is  the  Karamzin  Hospital  with  120 
beds. 


162  UFA  TO  SIMILRISK. 

Industries. — The  region  around  Simbirsk 
is  agricultural.  Not  far  from  the  city  is 
an  800-acre  orchard.  During  the  fair  held 
here,  which  has  an  annual  turnover  of 
$2,000,000,  the  trade  in  grain  is  the  most 
important.  Otlier  articles  of  exchange  are 
potash,  wood  and  wooden  wares,  wool, 
hides,  fruits,  cattle,  horses,  and  small  manu- 
factured products.  Only  37  industrial  es- 
tablishments were  registered  in  1900,  which 
together  employed  500  men. 

Transportation. — Simbir.sk  has  railway 
communication  with  Russia  by  a  line  to  the 
west  tlirongh  Inza,  with  Siberia  by  the  line 
to  the  east  through  Ufa. 

Post  roads  extend  to  Syzran  and  Samara 
on  the  south,  to  Karsun  on  the  west,  to 
Kazan  on  the  north,  and  to  Ufa  on  the  east. 

The  chief  trade  is  carried  on  by  water  on 

the  Volga.    One  large  wharf  receives  40,000 

MVp.s  Distance  tons  of  lumber,  salt,  and  crude  oil  annually, 

from  from    and  distributes  up  the  river  96,000  tons  of 

Vladivostok.    Chishmy.^j.^..^^^-^  j^j^^^  other  agricultural  products. 

4,  730  M       545  V      Kindyakovka.  Railway  restaurant.  The  main 

361  M     station  of  the  railway  in    Simbirsk.     It  is 

in  the  south  part  of  the  city. 


INDEX. 


Abakan:  111,  40. 

Abatskoye:  IV,  131. 

Abdulino:  IV,  52. 

Achairskaya:  III,  118. 

Achinsk:  III,  17,  39,  92,  94. 

Achinsk-Mintisovaya:  HI,  40.     * 

Achit:  IV,  132. 

Adadym:  III,  40. 

Adnanovka:  II.  142. 

Aga:  II,  142. 

Agriculture:  IV,  36. 

Ai-pu-tzu:  II,  128. 

Aisal  Lake:  II,  107f. 

Akmolinsk:  IV,  141ff,  151. 

Aksakovo:  IV,  52. 

Aksarikha:  IV,  79. 

Aksenovo:  IV ,  51. 

A-la-k'un-de-lang:  II.  12.S. 

Albazin:  II,  111. 

Alapayevsk:  IV.  116. 

Aleiskaya:  III,  82. 

Aleksandrovski:  III,  18. 

Aleksandrovskoye:  II,  lOlif. 

Alekseyevsk:  II,  62;  IV,  141. 

Alekseyevsk  landing:  II,  111. 

Alekseyevsk  Town:  II,  63. 

Altai  Railway:  III,  75,  85, 105. 

Altaiskaya:  III,  77. 

Altaiskoye:  III,  110. 

Alzamai:  III,  25. 

Alzamaiskaya:  III,  94. 

Amazar:  II,  65. 

.\nigun  River:  II,  99. 

AjBur  Railway:  I,  11,  .55:  II,  178. 

Amur  River:  I,  lOfl;  II,    9511,    99,    100, 

104fT.  160,  17611. 
Anatolskaya:  IV,  no. 
87569—18—1 


Audu:  n.  35. 

Anerbakhovski  Rudnik:  1\',  H9. 

.\ngara  River:  II,  164f;  III,  18. 

Anikino:  II,  112. 

Animals:  III,  15;  IV,  135. 

Camels:  II,  142. 

Cattle:  II,  124,  142. 

Dogs:  II,  103. 

Horses:  II,  124,  172. 

Sheep:  II,  124. 
Anisimovo:  III,  106. 
Anninsky  Vody:  11,107. 
Antimg:  II.  S9f. 

Anzher  Paver  coal  mines:  III,  44. 
Anzherski  coal  mines:  III,  44. 
Ardashi;  IV,  95. 
Argayash:  IV,  125. 
Argun  River:  II,  97,  112. 
Arkhara:  11,58. 
Arkhipovka:  IV,  113. 
Arlynsk:  II,  51. 
Arsenal  Motovilikhu:  IV,  93. 
.\rteyuskha:  II,  65. 
Asekeyevo:  IV,  53. 
Asha-Balashevskaya:  IV,  48. 
.\siiikhe  (Ashe-ho,  or  Alt-Shinka):  II. 

34. 
A-t'a-kan-na:  II,  128. 
At  Bazar:  IV,  153. 
A-tao-tslor:  II,  128. 
At  '\Va-fang-tien:  II,  75. 
.\u-ke-morer:  II,  128. 
Aul:  111,83. 
Aurorinski:  IV.  110. 
Automobiles,  flanged  wheels  for:  I,  70. 
Automobiles,  use  of:  I  32ff,  43, 
Autumn:  I,  22. 


u 


INDEX. 


Auyo:  II,  8G. 

Azatsti:  IV,  loS. 

A7,ei:  11,22. 

Aziatskaya:  IV,  112. 

Bachatski  Coal  Mines:  111,50. 

Bado:  11,88,151. 

Baikal  Neck:  1, 12f;III,  22. 

Baikal  Tunnels:  II,f)2. 

Baironovka:  III,  25. 

Bang-Kiang:  II,  127. 

Banjyo:  11,88. 

Balezino:  III,  96. 

Baranchinskaya:  IV, 111. 

Barim:  11,36. 

Barnaul:  III,  75,  77,  80fl,  92, 105f ,  lOSf. 

Bashmaehny:  111,119. 

Baskaya:  IV,  119. 

Batraki:  IV,  00. 

Bayan:  II,  o9. 

Bayan  Aul:  IV,  150, 151. 

Bayandai:  111,101. 

Bayandi  Kuduk:  IV,  151. 

Bazhenovo:  IV,  80. 

Bagul:  IV,  113. 

Beiten:  II,  S5. 

Beketova:  11,111. 

Bel-agach:  III,  83. 

Berdyansk:  IV,  44. 

Bersk:  III,  77. 

Berdskoye:  III,  105. 

Berikulskaya:  111,43. 

Beryozovskicoal  mines:  111,50. 

Bezenthuk:  IV,  59. 

Biang-Kiand:  11, 125. 

Biisk:  III,  77fr,  lO.Sf,  110. 

Biisk,  horses  at:  1,39. 

Biisk  Railway:  III,  7.')f . 

Bikiss:  II,  52. 

Bilimbai:  IV,  89. 

Bira:  II,  57. 

Biryusa  liiver:  III,  25. 

Biryusa  River,  bridge  over:  Til,  25. 

Biser:  IV,  112. 

Bishkil:  IV,  40. 

Blagodat  Siding:  IV,  117. 


Blagovar:  IV,  158. 
Blagovjeshchensk:  I,  15;  II,  59,  95,  98, 

100,  llOf,  178. 
Blagovyeshthensk  Branch:  II,  .W. 
Boats:"l,30-f. 
Boats  and  steamers: 

On  Yenisei  River:  III,  33. 

Irtysh  River:  III,  69. 

Obi  River:  III,  78f. 

Lena  River:  III,  102f,  81fl. 

Amur:  II,  99, 105f. 

Lake  Baikal:  II,  lOOff,  169. 
Bocharovo:  II,  52. 
Bochkjryovo:  II,  59,  62. 
Bodaibo:  III,  98;  I,  51f. 
Bogandinskaya:  IV,  76. 
Bogarodskoye:  II,  107 
Bogdanovitch:  IV, 80. 
BogodovskiZavod:  IV,  118. 
Bogotol:  III,41-f. 
Bobrovski:  III,  119. 
B'ok-tin-ke-lo:  II,  127. 
Bolshe-llikailovskoye:  11,107. 
Bolshoi-Atmanski:  III,  119. 
Bolshaya-Urinskaya:  111,94 
Bon-ving-nao:  II,  127. 
Bolotnaya:  111,52. 
Borodiilino:  IV,  95. 
Boshnyakovo:  111,27. 
Borzia:  II,  128. 
Boyarskaya:  IV,  87. 
Bridges:  I,  58. 
Bryana  River:  II,  152. 
Bryandino:  IV,  160. 
Budagovo:  III,  23. 
Bugulma:  IV,  158. 
Buguruslan:  IV,  53. 
Buirka:  II,  141. 
Bukkai:  II,  87. 
Bubrovinskoye:  III,  95. 
Bukhedu:  11,37. 
Bulaninskoye:  111,109. 
Bulayevo:  IV,  14. 
Bungurkicoal  mines:  III,  50 
Bunzaa:  11,86. 


nnoEX. 


iii 


Bureya:  II,  58,  63. 

Bureya  River:  II,  99, 110. 

Bureya,  mouth  of:  II,  110. 

Buryatsk:  II,  142. 

Bushulei:  II,  tX. 

Busyeva:  II,  111. 

Biudyak:  IV,  lo8. 

Byankino:  II,  69. 

Byelaya  River,  bridge  over:  III,  IS. 

Byeloglazovo:  III,  107. 

Byelokamenski:  III,  120. 

Camels:  I,  41;  II,  142;  IV,  136,  154. 

Carpenters:  I,  4-5,  45. 

Carrying  capacity,  increasing  of:  I,  7011. 

Carts:  I,  43. 

Cattle:  II,  124,  142;  I,  41;  III.  21. 

ChakChan:  IV,  1.50, 151. 

Chang-Chun:  II,  78. 

Chany:  III,  65. 

Chasovinkaya:  II,  112. 

Chaso^^lya  Verkhnaya:  IV,  Jbo 

Chebarkul:  IV,  40. 

Chegan-Burgazi  Pass:  III,  115. 

Chelna:  IV,  159. 

Chelyabinsk:  I,  16:  IV,  23, 124. 

Chelyabinsk,  horses  at:  I.  39. 

Chenhsianepun:  II,  91. 

Cheptsa:  IV,  96. 

Cherdakly:  IV,  160. 

Cheremoshnilci:  III,  47. 

Cherepanova:  III,  77. 

Cherga:  III,  110. 

Chorlakovskaya:  III,  119. 

Chernayeva:  II,  111,  179. 

Chernikovka:  TV,  49. 

Chernoryechonski:  III,  119. 

Chernoryechinskaya:  III,  38. 

Cliernoyarski:  III,  119. 

Chernyavskaya:  IV,  23. 

Cheryomkova:  II,  171;  III,  16,  107. 

Cheryomkova  coal  mines:  III,  16, 19. 

Chcryomukhovski:  III,  118. 

Cheryoraukhovski:  III,  118,  120. 

Chiaoton:  II,  90. 

Ohibit:  III,  113. 


("hichiapu:  II,  90. 

Chickatka:  II,  6.5. 

Chik:  III,  62. 

Chikuanshan:  11,90. 

Chin-chow:  II,  74. 

Chinese  Eastern  Railway:  I,  .54. 

Chinnanpo:  II,  88. 

Chinson:  II,  88. 

Chishmy:  I,  II,  IV,  51, 1,58. 

Chistyumka:  III,  107. 

Chita:  II.  1:?9,  141,  144S,  179:  1,  1.5. 

Chita,  horses  at:  I,  39. 

Chita,  River:  II,  97. 

Chosen  Raihoad:  11,  82,  y-d  (see  Korean 

Railroad). 
Chotan:  II,  86. 
Chou-shui-tzu:  11,74. 
Chrysolite  mines:  IV,  12s. 
Chuiskaya  Steppe:  ni,  113f. 
Chulym:  III,  63. 
Chulym  River:  III,  39,  41. 
Chumlyak:  IV,  23. 
Chusovaya:  IV,  114. 
Chusovaya  River:  IV,  128. 
Chusovskaya:  IV,  113. 
Chuya:  IV,  85. 
Chuvra:  II,  88. 

Chzhalantun  (Jalanlun):  II,  36. 
Chzharomte  (Jaromte):  II,  37. 
Chmate:  IV,  134;  III,  70;  1, 18. 
Climate:  1, 18. 

Irkutsk:  II,  165. 

Kalgan  Vrga  District:  II,  123. 

Trans-Baikal  Plateau:  II,  139, 159. 
Clothing:  I,  46f. 
Coal:  III,  16;  I,  61ff. 
Coal  mines: 

Anzher:  III,  44. 

Anzherski:  III,  44. 

Bachatsk-i:  III,  50. 

Bai  Kanur:  IV,  1.54. 

Beryozovski:  III,  50. 

Bunguiki:  III,  50. 

Cheryomkova:  III,  16,  19;  II,  171. 

r,olo\nnskaya:  III,  20. 


IV 


INDEX. 


Coal  mines — Continued. 

Ilanskaya:  III,  27. 

Jido:  II,  SK. 

Karagandy:  IV,  133,  152. 

Keremovo:  HI,  51. 

Kiselenski:  III,  .50. 

Ketatpusis:  III,  50. 

Kolchugino:  III,  51. 

Kuznetsk:  III.  15,  4sir. 

Leljedinskoi:  III,  45. 

Malta:  III,  18. 

Mazalovski:  III,  45. 

Minusinsk:  III,  41. 

Osinovsk:  III,  .50. 

Penhsihn:  II,  90. 

Petrovski-Zavod:  II,  152. 

Prokopyevski:  111,50. 

Sakhalin  Island:  II,  lOlff. 

Sudzhenka:  III,  16,  17,  44. 

Tulun:  III,  22. 

Voskresenski:  IV,  154. 

Zabitui:  III,  20. 

Zima:  III,  21. 
Cochiin:  II,  85. 

Compression  of  bulky  articles:  1.  70. 
Copper:  IV,  136,  144tT,  151,  1.53. 
Curves:  I,  55. 
Dairen  (Dabiy):  11,  73. 
Dairy  industries:  III,  75. 
Dalmatov:  IV,  85. 
Dapucha.    See  Tapucha. 
Barrier:  IV,  146. 
Dauria:  II,  141. 
Davlekanovo:  IV,  51. 
De  Castri  Bay:  II,  lOS. 
Dedyukhin:  IV,  121. 
Disease:  I,  23. 
Dogs:  II,  103. 
Dojyo:  II,  87. 
Domikan:  II,  58. 
Dormidontovka:  II,  .53. 
Dragunskaj-a:  IV,  73. 
Drinking  water:  I,  23. 
Duitsinshan:  II,  35. 
Duplenskaya:  III,  63. 


Uymka:  IV,  159. 

Kmantus:  IV,  1.39. 

Engine  hou.ses:  I,  .58. 

Er-Kung-U-Lau:  II,  128. 

Ertseidyantszy  (Ir-chen-lian-tzej:  II,  34 

Essauklaya:  IV,  125. 

Evropeiskaya:  IV,  112. 

Fairs:  I,  48-f. 

Fenghuangeheng:  II,  89. 

Ferries:  I,  45f;  III,  17-18. 

Filippovka:  IV,  53. 

Filkinskaya:  IV,  118. 

Filters:  I,  47. 

Flies:  I,  27f. 

Flour  mills:  II,  164. 

Fogs:  II,  109. 

Food:  I,  47f. 

Forage:  I,  42. 

Forests:  1, 14;  III,  17,  45;  IV,  70,  105. 

Frostbites:  I,  28. 

Fuan:  II,  91. 

Fuchln:  II,  90. 

Fuel:  I,  38. 

Fuel  equivalents:  I,  64. 

Fuel  table:  I,  66fl. 

Fuko:  II,  85. 

Furs:  I,  49. 

Fusan:  U,  83. 

Fusanehin:  II,  S3. 

Ganyushkino  Zimovyc:  III,  100. 

Gaolintszi  (Kan-tin-tzei:  II,  33. 

Ghizov:  R',  96. 

Glukhovskaya:  IV,  51. 

Glukhovskoi:  III,  120. 

Glyaden:  III,  40. 

Gobi  Desert:  II,  119,  121. 

Gold  mines  Ifhmen:  IV,  41. 

Golenki:  II,  30. 

Golovinskaya:  HI,  20. 

Golovinskaya  coal  mines:  III,  20. 

Gorbitsa:  II,  112. 

Gorkhon:  II,  152. 

Golyshamanovo:  IV,  75. 

Gondatti:  II,  63. 


INDEX. 


Gonzha:  IT,  63. 

.Goroblayo  datskaya:  IV,  111. 
Grachevski:  III,  120. 
Grades:  I,  55. 
Grain:  III,  15. 
Grigoryevskaya:  IV,  95. 
Grigorevsk:  III,  119. 
Grodekovo:  II,  31. 
Gryaznovskaya:  IV,  80. 
Gubakha:  IV,  120. 
Guberovo:  II,  52. 
Gumpbjyo:  II,  86. 
Gyoha:  II,  88. 
Hai-cheng:  II,  75. 
Hai-Shui-hu:  II,  120. 
Hakuba:  II,  89. 
Hanatang:  II,  90. 
Han-no-p'a:  II,  125,  126. 
Harbin:  I,  14,  39;  II,  79:  II,  16. 
Harbiss:  II,  34. 
Harness:  I,  40,  44. 
Ha-ta-mo-re:  II,  128. 
Health:  I,  23;  IV,  134. 
Heijyo:  II,  84,  88. 
Hiken:  II,  89. 
H'o-lo-T'o-Miao:  II,  127. 
Horses:  I,  39f;  III,  20;  II,  124,  172:  III, 

99,  112,  115;  IV,  133,  1.36. 
Horse  trade:  IV,  16. 
HSianstang:  II,  90. 
Hsiao-Miaotzu:  II,  126. 
Hsiung-yueh-cheng:  II,  75. 
H'ua-er-Ia-shu:  II,  127. 
Huan-hua-p'ing:  II,  126. 
H'ung-shan:  II,  127. 
Ice:  I,  31. 
Ichizan:  11,  86. 
Iglino:  IV,  49. 
Ignashina:  II,  111. 
In:  II,  85. 
Ikura:  II,  56. 
Ilanskaya:  III,  26. 
Ilanskaya  coal  mines:  III,  27. 
Umen  gold  mines:  IV,  41. 
Ilyinsk  Works:  IV,  129. 


Iman:  II,  52. 

Imyanpo  (Yi-mien-po):  II,  34. 

In:  II,  56. 

Indo  Station:  II,  83. 

Ingashskaya:  III,  26. 

Ingoda:  II,  150. 

Ingoda  River:  II,  97. 

Inhabitants:  II,  15f;  IV,  36. 

Innokentyevskaya:  III,  17;  II,  110,  178. 

Insects,  extermination  of:  I,  23ff. 

Insects  in  houses:  I,  23f. 

Insects  on  human  bodies:  I,  2411. 

Ippolitovka:  II,  50. 

Irbit:  IV,  87f. 

Irekte:  II,  37. 

Irkut  River:  II,  164f,  167f. 

Irkinski  River  area:  III,  41. 

Irkut  River,  bridges  over:  III,  17. 

Irkutsk:  1, 15,  22;  III,  16, 19;  II,  121, 141, 

164ff,  17011;  III,  16,  17,  93,  98fl. 
Irkutsk,  horses  at:  I,  39. 
Iron:  IV,  105. 
Iron  mines: 

Kaisen:  II,  88. 

Makkaveyevo:  II,  143. 

Petrovski-Zavod:  II,  118,  152. 

Irkinski  River  area:  III,  41. 

Kini  River  area:  III,  41. 
jron  and  steel  works  at  Verkhne-Tagil- 

IV,  109. 
Iron  works: 

Irbitski:  IV,  87. 

Kamennaya:  IV,  85. 

Minyar:  IV,  48. 

Sotka:  IV,  44. 

Sima:  IV,  47. 

Verkhne  and    Nizhni   Zalozninski: 
IV,  97. 

Verkhne-Isctski:  IV,  81. 

Zlatoust:  IV,  42. 

Zood:  IV,  81. 
Irtysh  Corporation  (Ltd.):  I,  52f. 
Irtysh  River:  III,  72f;  IV,  142. 
Iset:  IV,  106. 
Ishim:  HI,  86:  IV,  74f,  131. 


vl 


INDEX. 


Isil-Kul:  IV,  14. 
Istok:  IV,  80. 
Itat:  III,  42. 
Izlunorskaya:  III,  43. 
Fzilbashski:  III,  118. 
Izvcstkovy:  III,  120. 
Jakuboku:  II,  84. 
.larkul:  IV,  39. 
Jcrmantus:  IV,  1.50. 
.Ii's  Kiisgan:  IV,  1.53. 
Jido:  II,  80. 
Jim-an:  II,  88. 
Jusal:  IV,  1.54. 
Kabanovka:  IV,  54. 
Kabansk:  II,  180. 
Kacha:  III,  37. 
Ka-chi-ka-sao:  II,  127. 
Kachirski:  III,  119. 
Kaohug:  III,  lOOfif. 
Kaida-ul:  IV,  150. 
Kaijyo:  II,  87. 
Kainsk:  III,  95. 
Kaiask-Tomski:  III,  64f. 
Kai-ping:  II,  75. 
Kaisen:  II,  88. 
Kalachinskaya:  III,  66. 
Kalgan:  II,  120ff. 
Kalgan,  caravan  route:  1, 10. 
Kalgan- Urga  district:  II,  123. 
Kalkoman:  IV,  150. 
Kaliuo:  IV,  114. 
Kalmanka:  III,  82. 
Kalmytskiye  Mycy:  III,  107. 
Kama  River:  IV,  114. 
Kamala:  III,  2S. 
Kamarehaga:  III,  29. 
Kamen  Rybolov:  II,  174,  175. 
Kamyshet:  III,  24. 
Kaniyshlov:  IV,  79. 
Kamyshlov  Lakes:  IV,  13. 
Kamyshlov:  IV,  132. 
Kamyshlovka:  IV,  139. 
Kamyshova;  III,  95. 
Kandi  Kara  Su:  IV,  150. 
Kandry:  IV,  158. 


Kansk:  III,  91,  «4. 

Kansk- Yenlseiski:  III,  27. 

Kanpo:  II,  87. 

Kan  River:  III,  27. 

Kaolinen:  II,  90. 

Karagandy:  IV,  144,  1.52. 

Karanor:  II,  128. 

KarasuLskaya:  IV,  75. 

Karatamar:  IV,  V.i9. 

Kargat:  111,63. 

Karkarulinsk:  IV,  150,  152. 

Karmak:  IV,  78.  • 

Karymskaya:  II,  70, 140-143. 

Kassark  Pai:  IV,  1.53. 

Kataisk:  IV,  85. 

Kayandi,  horses  at:  I,  39;  III,  29. 

Kayasan:  IV,  23. 

KeigenR.  R.:  11,86. 

Keijj'o:  II,  86;  III,  51. 

Kemckug:  III,  38. 

Keisel:  II,  87. 

Kerak:  II,  C4. 

Kereinovo  Coal  Mines:  III,  51. 

Kez:  IV,  96. 

Khabarovsk:  I,  15;  II,  54,  95,  96,  98,  99, 

100,  106,  175,  176,  178. 
Khabarovsk,  horses  at:  I,  39. 
Khadabulak:  II,  141. 
Khailar:  II,  38. 
Khandaokhetsy  (Hong-tau-ho-tze):  II 

33. 
Khanka  (Hanka)  Lake:  II,  174i. 
Khilok:  II,  151. 
Khinhui:  III,  23. 
KMngan:  II,  37. 
Khingan  Tunnel:  II,  16. 
Khomutovskaya:  III,  101. 
Khrebet  Uralski:  IV,  112. 
Khrustalnaya:  IV,  88. 
Khudyakovo:  IV,  87. 
Khudoyelanskaya:  III,  23. 
Kibi:  II,  84. 
Kiho  station:  II,  83. 
Kimiltei:  III,  21. 
Kimkan:  II,  57. 


INDEX. 


Vil 


KandysJiovka:  IV,  162. 

Kinel:  IV,  55. 

Kini  River  area,  iron  mines:  III,  41. 

Kinko:  II,  87. 

Kinsen:  II,  84. 

Kinson:  II,  86. 

Kirin:  II,  79. 

Kiselenski  coal  mines:  III,  50. 

Kishert:  IV,  90. 

Kitaiski-Razyezd:  II,  142. 

Kitatpusis  coal  mines:  III,  50. 

Kito  River:  III,  18. 

Kiya  River:  III,  43. 

Kizel:  IV,  120. 

Kluch:  II,  178. 

Kluchevskaya:  III,  91. 

Kluchinskaya:  III,  26. 

Klyavlino:  IV,  158. 

Klyukvennaya:  III,  28. 

K'o-bal:  II,  128. 

Kobdo:  III,  77. 

Koehenovo:  III,  62. 

Koinovo:  III,  105. 

Koiva:  IV,  113. 

Kokan:  II,  85. 

Kokchelovsk:  IV,  153. 

Kokkyo:  11,88. 

Kolchedan:  IV,  85. 

Kolohugino:  III,  51. 

Kolomzino:  IV,  72. 

Koloniya:  111,66. 

Komarikhinskaya:  IV,  114 

Kopevo:  III,  40. 

Kopi:  IV,  120. 

Kordon:  IV,  90. 

Korean  Railroad:  1, 10. 

Koshu:  II,  88. 

Kosui:  II,  87. 

KoreUno:  IV,  117. 

Korfovskaya:  II,  53. 

Kornilovka:  111,66. 

Kosh-Agach:  III,  109, 1131. 

Kosulino:  IV,  80. 

Kosul  River:  III,  42. 

Kotikovo;  II,  53. 


Kourovka:  IV,  89. 

Koyerak:  IV,  39. 

Koyu:  II,  89. 

Kozhurla:  111,64. 

Krasnaya:  III,  94. 

Krasnoyarsk:  1, 15. 

Krasnoyarsk:  III,  15, 17,  31,  89fl,  94. 

Kjasnoyarskaya:  III,  108;  IV^,  131. 

Kryazh:  IV,  59. 

Krivinsld:  III,  120. 

Krivoshchekovo:  III,  62. 

Kropachevo:  IV,  47. 

Krotovka:  IV,  54. 

Krutsyar:  III,  40. 

Ksa-chi-ke-t'u:  II,  127. 

Ksenyevskaya:  II,  65. 

Kubelisk:  IV,  143. 

Kuda  Valley:  II,  173. 

Kuenga:  II,  69,t)6. 

Kuitun:  III,  21. 

Kakkin:  II,  83. 

Kukushtan:  IV,  91. 

Ku-le-pan-t'on-le'Kai:  II,  128. 

K'u-U-an-de-re:  II,  128. 

Kulomzino:  IV,  13. 

Kultuk:  II,  162fi. 

Kumarskaya:  II,  111. 

Kundur:  II,  57. 

Kung-chuling:  II,  78. 

Kungui"  IV,  90f,  132. 

Kurgan:  III,  86;  IV,  19. 

Kurzan  River,  bridge  over:  III,  23. 

Kushaki:  IV,  141. 

Kuskunskaya:  III,  94. 

Kushva:  IV,  116. 

Kutulik:  III,  20. 

Ku-t'u-lu:  II,  127. 

Kustanai:  IV,  39. 

Kuzma:  IV,  96. 

Kuznetsk:  III,  511'. 

Kuznetsk  coal  mines:  Hi,  i^,  iMi 

Kuznetsk  Railway:  HI,  4811. 

Kwakusan:  II,  89. 

Kyakhla:  II,  121  H,  129. 

Kyakhta,  horses  at:  I,  39. 


VIU 


INDEX. 


Kyshtym:  IV,  125. 

Lake  Baikal:  II,  157,  159-n",  l(i9-173;  IV, 

133. 
J>ake  Baikal,  city:  II,  164. 
Lake  Ubinskoye:  III,  64. 
Lake  Ustyantsev:  III,  65. 
Laya:  IV,  111. 
Lobyazhya:  IV,  18. 
Lebcdinskoye  coal  mines:  III,  45. 
Lofinskaya:  II,  175. 
Lena  gold  fields:  III,  98. 
Leiiskoye  Gold  Industrial  Co.:  I,  ."(OIT. 
Lcshevo-Zamarayevo:  IV,  8fi. 
Lesopisnaya:  IV,  117. 
Levshino:  IV,  114. 
Liao-yang:  II,  75. 
Lice:  I,  24ff. 
Lieushankuaii;  II,  90. 
Lipovtsy:  II,  31. 
Lipyagi:  IV,  .59. 
Litvinovo:  III,  48. 
Lolonskaya:  III,  120. 
Lovlya:  IV,  118. 
Londoko:  II,  .57. 
Longmayo:  II,  175. 
Lower  Tambovskoyc:  II,  109. 
Lumber,  along  Amur  River:  II,  100. 
Lunevka:  IV,  120. 
Lurinski  Rudnik:  IV,  119. 
Lyady:  IV,  114. 
Lyalya:  IV,  118. 
Lybinskaya:  IV,  72. 
Lyedyauaya:  II,  63. 
Machinery:  I,  49-ff. 
Magda:  II,  63. 
Mago:  II,  106. 
Ma-hi-tu:  II,  126. 
Maimaichen:  II,  130. 
Makkaveyevo:  II,  143. 
Makushino:  IV,  18. 
Malo-Mikhailovskoye:  TI,  107. 
Malta;  III,  18,  93. 
Malta  coal  mines:  III,  IS. 
Mamlyutka:  IV,  18. 


Manchuria  Station:  I,  .39;  II,  :J8;  III,  15 

II,  141. 
Mancluirskaya:  III,  101. 
Mangat:  I\",  73. 
Ma-ni-tu:  II,  128. 
Marianovka:  IV,  13. 
Mariinsk:  II,  107;  III,  43,  94. 
MaslyaiLskaya:  IV,  73. 
Matsyaokhe:  II,  32. 
Matinski:  IV',  140. 
Matsiyevskaya:  U,  141. 
Mauk:  IV,  126. 

Mazalovski  coal  mines:  III,  45. 
Meat:  IV,  20,  11. 
Medvyezhskoye:  III,  106. 
Melekess:  IV,  160. 
Mendeleyevo:  IV,  95.  ■ 
Mezheninovka:  III,  46. 
Me-ri-ka-sao:  II,  127. 
Miao-tan:  II,  126. 
Miass:  IV,  401. 

Mikhailo-Semyonovskaya:  II,  109. 
Mikhalevo:  II,  164. 
Mines:  1,  49fl. 
Minino:  III,  37. 
I    Minusinsk  coalmines:  III,  41. 
Minusinsk:  III,  41. 
Minusinsk,  horses  at:  I,  39. 
Minyar:  IV,  48. 
Minyar  Steel  Works. 
Misovaya:  II,  15711-180. 
Mitsuyo:  II,  83. 
Mizgily:  1, 139. 
Mochuri:  II,  89. 
Modaoshi:  II,  33. 
Mogocha:  II,  65. 
Mogotni:  II,  142. 
Mogzon:  II,  151. 
Monetnaya:  IV,  86. 
Mon-\vu-shu:  II,  128. 
Moskalenki:  IV,  14. 
Mosquitoes:  I,  26. 
Moto\iliklia:  IV,  115. 
Mouth  of  thfSungacha:  11.175. 


INDEX. 


iz 


Mramorskaya:  IV,  128ff. 
Muchnaya:  II,  51. 
Mukden:  II,  76. 
Mukhanovo:  IV,  .54. 
Muliss:  II,  32. 
Mulyanka:  IV,  91. 
Muravyov-Amurski:  II,  52. 
Mursolimkino:  IV,  45. 
Mutan  River:  II,  33. 
Myandukhe:  II,  37. 
Mylnaya:  IV,  59. 
Nadezhdinskaya:  II,  29. 
Nadezhdinski  Zavod:  IV,  118. 
Nagornaya:  IV,  120. 
Nanfeu:  II,  90. 
Nansen:  II,  87. 
Nanski:  II,  89. 
Narcha  River:  II,  97. 
Nazyvayevskaya:  IV,  73. 
Nerchinsk:  II,  179. 
Nevyansk:  IV,  107f. 
Neivo-Rudyanskaya:  IV,  107. 
Nicholas  Iron  Works:  IV,  47. 
Nikolayevsk:  I,  14;  II,  96,  99,  100,  104fl. 
Nikolayevski  Zavod:  I,  50. 
Nikolsk-Ussuriiski:  II,  16,  30, 174;  III,  9, 

10,  50. 
Nizhne-Udinsk:  III,  23,  93. 
Nizhne-Uvelskaya:  IV,  38. 
Nizhni-Get,   Government   Works:   IV, 

130. 
Nizhni-Salda:  IV,  115. 
Nizhni-Tagil:  IV,  llOf. 
Nizhni-Tuxinski  Zavod:  IV,  117. 
Novo-Nikolayevsk:  1, 16,39;  III,  17,  53flf, 

61f,  76,  87,  92,  105. 
Novo-Voskresenskaya:  II,  111. 
Nura  crossing:  IV,  146.  , 

Nurlat:  IV,  159. 
Nurinsk:  IV,  143. 
Obi  River,  bridge  over:  III,  .56. 
Obluchye:  II,  57. 
Obsharovka:  IV,  60. 
Occupations:  II,  15f. 
Oka  River,  bridge  over:  III,  21. 


0-ke-tu:  II,  127. 

Oldoi:  II,  64. 

Olovyannaya:  II,  142. 

Olzonevsk:  III,  101. 

Omsk:  I,  16;  III,  61,  62,  66ff,  95,  118,  119; 

IV,  12. 
Omsk  Railway:  I,  55. 
Omutinskaya:  IV,  75. 
Ongudai:  III,  lllf. 
Onokoi:  II,  153. 
Onon:  II,  70. 
Onon  River:  II,  97. 
Operating  conditions:  I,  60. 
Orkhon  River:  II,  121. 
Orositely:  III,  40. 
Orsk  gold  fields:  I,  49f. 
Oshchepkovo:  IV,  79. 
Osinovsk  coal  mines:  III,  .50. 
Ou-Ke-morer:  II,  128. 
Ozerk-i:  III,  106. 
Ozernaya:  IV,  39. 
Ozerny:  III,  108. 
P'ang-hong:  II,  126. 
Parcels  post:  11,120. 
Pashiya:  IV,  113. 
Pashkova:  11,109. 
Pavlo-Anatolyevski:  IV,  110. 
Pavlodar:  III,  119, 150. 
Pavlovski:  IV,  110. 

Payment  for  transport  and  food:  I,42r. 
Peking:  II,  119. 
Penhsihu:  II,  90. 
Pereyomnaya:  II,  180. 
Perm:  1,17:  IV,  92ff,  132. 
Perm  Ry.:  I,  55. 

Petrop^vlovsk:  IV,  15, 136, 153, 12. 
Petrovskaya:  11,109. 
Petrovski-Zavod:  II,  118, 152. 
Pi-li-ker-a-ma:  II,  128. 
Platinum:  IV,  104. 
Plotnikovo:  111,51. 
Podbyelskaya:IV,54. 
Podstepny:  III,  120. 
Podyom:  IV,  78. 
Pogranichnaya:  11,31. 


INDEX. 


Pognmnaya:  IV,  159. 
Pokhvistnevo:  IV,  53. 
Poklovskaya:  IV,  79. 
Pokrovka:  11,50. 
Pokrovskaya:III,  118. 
Pokiovski:  II,  111. 
Pokrovski:  II,  17'J. 
Poldnevaj-a:  IV,  128. 
Polotayevo:  IV,  37. 
Polevsk  Works:  IV,  129. 
Poloi:  IV,  98. 
Po-lon-che:  II,  126. 
Polovina:  III,  18. 
Polovinka:  IV,  120. 
Polovinskoi  Channel:  II,  107. 
Po-lu-ting:  II,  127. 
Pompeyevka:  II,  109. 
Population:  III,  70,  76, 83,  llOf,  11-Jf :  IV 
135, 113, 148. 

Along  Amur  River,  II,  100. 

Chita:  II,  145. 

Irkutsk:  II,  165. 

Trans-Baikal  Plateau:  II,  139, 140., 
Portable  Freight  Carriers:  1, 7i. 
Port  .Vrthur  (Ryojun):  II,  74. 
Pospyelikha:  III,  82. 
Post  road  from  Nevyansk  to  Verkhne- 

Tagil:  IV,  lOSf . 
Poststations:  1,32. 
Posolskaya:  II,  157. 
Povalikha:  III,  77, 106. 
Povarotnaya:  II,  112. 
Pozdyeyevka:  II,  58. 
Priiskovaya:  III,  09. 
Priyutovo:  IV,  52. 
Prokopyenski  Coal  Mines:  111,50. 
Prokhasko:  II,  51. 
Prosnitsa:  IV,  98. 
Pryesny:  III,  119. 
Pu-lan-tiers:  II,  74. 
Pumps:  I,  56. 
Purchase  agents:  I,  42. 
Pyatoryzhski:  III,  119. 
Pyatoyarski:  III,  lOS. 
Pyeschanovskaya:  III,  119. 


Pyetukhovo:  III,  94. 

Pyrlte  mine  at  Kalata:  IV,  109. 

Raddye:  II,  109. 

Railroads: 

Altai:  III,  75. 

Amur  River  Railroad:  II,  178. 

Chosen  Railroad:  II,  82,  86. 

Keigen  Railroad:  II,  86. 

Selenga  Valley  Railroad:  II,  118. 

South  Manchuria  Railroad:  II,  82, 
90. 

Tomsk:  III,  15,  lOfl. 

Trans-Baikal:  II,  143,  144,  1621. 

Ussuri  Railroad:  II,  174. 
Rain:  I,  20. 
Raskatikha:  III,  51. 
Rayevka:  IV,  51. 
Razdolnoi:  II,  174. 
Razdolnoye:  II,  29. 
Razgon:  III,  25. 
Reidi:  II,  89. 
Reinovo:  II,  179. 
ReLnovo,  Jalinda:  II,  111. 
Reisei  River:  II,  87. 
Repair  shops:  I,  56f;  III,  34,  53,  67. 
Revda:  IV,  88. 
Rikiho:  II,  88. 
Rivers:  I,  34ff,  72;  III,  33. 
Rivers,  list  of: 

Amur:  II,  95ff,  100,  10411,  176fl. 

Angara:  II,  164f;  III,  18,  S8f. 

Argun:  II,  97,  112. 

Biryusa:  III,  25. 

Brigna:  II,  152. 

Bureya:  II,  110. 

Chita:  II,  97. 

Chulym:  III,  39,  92. 

Chuya:  III,  114. 

Ingoda:  II,  97. 

Irkut:  II,  164f,  167ff. 

Irtj-sh:  III,  69f,  83fl,  118. 

Kan:  III,  27. 

Khilok:  II,  151. 

Lena:  III,  lOlf. 

N'ercha:  U,  97. 


INDEX. 


zi 


Rivers,  list  of — Continued 

Obi:  III,  78f,  88fl. 

Onon:  II,  97. 

Orkhon:  II,  121. 

Selenga:  II,  131.  132,  153,  157.  180. 

Shilka:  II,  97,  112. 

Sungari:  II,  95,  99,  109f. 

Tula:  II,  121. 

Uda:  II,  152,  153. 

Ussuri:  II,  109,  175. 

Volga:  IV,  157,  162. 

Yenisei:  III,  29,  32fl,  88fi. 

Zeya:  II,  97,  99,  178. 
Roadbed:  I,  55. 
Road  markers:  I,  32. 
Roads  in  summer:  I,  30. 
Roads  in  winter:  I,  31. 
Rogati,  Cape:  II,  103. 
Roka:  II,  89. 
Rolling  stock:  I,  59f. 
Roryoshin:  II,  86. 
Rozengartovka:  II,  53. 
Rubtsovka:  III,  83. 
Rukhlovo:  II,  64. 
Rybinskoyc:  III,  28. 
Rybnaya  River,  bridge  over:  III,  28. 
Ryozh:  IV,  87. 
Ryosaku:  II,  89. 
Ryuzan:  II,  86. 
Rudyanskaya:  IV,  86. 
Sabik:  IV,  89. 
Saiho:  II,  88,  89. 
Sakhalin  Island:  II,  lOlfl. 
Sa-Ia-ho-shan:  II,  128. 
Sai-shan-tan:  II,  128. 
Salka:  IV,  115. 
Samara:  I,  161;  IV,  35,  5511'. 
Samara-Zlatoust  Railway:  I,  55. 
San-shih-li-pu:  II,  74. 
San-ohin:  II,  128. 
San-pu-lang:  II,  127. 
Sanroshin:  II,  83. 
Sarai-Gir:  IV,  53. 
Sara  Su:  IV,  146fl. 
Sarbai:  IV,  54. 


Sarga:  IV,  90. 

Satka  Iron  Works:  IV,  44. 

Saushkovo:  III,  107. 

Sa-wu-shu:  II,  128. 

Sbyega:  II,  66. 

Seasons:  I,  21. 

Seido:  II,  84,  87. 

Seikei:  II,  88. 

Seiseiri:  II,  85. 

Selenga:  II,  157. 

Selenga  River:  II,  131, 132,  153,  157,  180. 

Selenga  Valley  Railroad:  II,  118. 

Selyanka:  IV,  114. 

Sekika:  II,  89. 

Semipalatinsk:  III,  83ff,  108, 120. 

Semipalatinsk,  horses  at:  I,  39;  III,  83ff, 

108, 120. 
Semiyarskaya:  III,  120. 
Sensen:  II,  89. 
Seversk  Works:  IV,  129. 
Shabuniehi:  IV,  95. 
Shadrina:  III,  107. 
Shadrinsk:  IV,  86. 
ShaCranovo:  IV,  51. 
Shahochen:  IV,  90. 
Shaitanka:  IV,  110. 
Shaksha:  IV,  49. 
Shakhta:  IV,  118. 
Shalya:  IV,  90. 
Shamar-Daban  Pass:  II,  156. 
Shamary:  IV,  90. 
Shang-ven-hao:  II,  127. 
Sharentovan:  II,  89. 
Shari-in:  II,  88. 
Sheashnikovo:  IV,  159. 
Sheblina:  III,  110. 
Sheep:  I,  41;  II,  124. 
Shemonayevskaya:  III,  107. 
Shentala:  IV,  159. 
Sheragul:  III,  22. 
Shihchiaotzu:  11,91. 
Shiko:  II,  86. 
Shikusan:  II,  88. 
Shi-li-h-'u-t'uk:  II.  128. 
Shilka:  II,  70. 


xu 


INDEX. 


Shilka  River:  11,97,  112. 
Shilkino:  II,  112. 
Shimbaku:  II,  87. 
Shinakovka:  II,  .51. 
Shin-anshu:  11,88. 
Shindo:  II,  84. 
Shingak-Kul:  IV,  51. 
Shingi-shu:  II,  89. 
Shin-Nanshin:  II,  85. 
Shinson:  II,  85. 
Shipping  centers:  I,  .35f. 
Shipping  system:  1,71. 
Shipimovo:  III,  82. 
Shira:  III,  40. 
Shishi:  IV,  120. 
Shishino:  III,  51. 
Shubenka:  III,  109. 
Shufurei:  II,  84. 
Shulbinskoye:  III,  108. 
Shumikha:  IV,  22. 
Shumakovo:  IV,  SO. 
Shushi:  IV,  139f. 

Siberia,  eastern  entrances  to:  II,  9. 
Siberian  Plain:  III,  15. 
Siberian  Plain,  routes  across:  1, 13f. 
Sidings:  I,  55. 
Sil-bern:  II,  127. 
Silinkhe:  II,  32. 
Slraairon  works:  IV,  47. 
Simbirsk:  IV,  157,  IfiOff. 
Simskaya:  IV,  47,  84. 
Sledges:  I,  44. 
Smyshlyayevka:  IV,  55. 
Snow:  I,  20,  31. 
Sobolinaya:  II,  112. 
Sochondo:  II,  151. 
Soflisk:  II,  108. 
Sokur:  III,  53. 
Solevarni:  IV,  121. 
Son:  III,  40. 
Sorokino:  III,  29. 
Sosifovski:  IV,  110. 

Southern  Manchuria  Railroad:  1,10:  II, 
82,  90. 


Spasski:  IV,  I44fl. 

Spasski  iron  works:  IV,  1441T,  15.S. 

Spring:  I,  22. 

Sryetensk:  II,  07,  95,  112,  179. 

Staro  Semipalatinski:  III,  120. 

Stations:  I,  50;  III,  24. 

Strategic  centers:  1, 14ff:  II,  10:  IV,  09 

Su-chia-tun:  II,  70. 

Sudzhenka:  III,  43, 17. 

Sudzhenka  coal  mines:  III,  10,  17,  44. 

Sudzhenka  coal  mines,  railroad  to:  III, 

44. 
Suigen:  II,  85 
Suishoku:  II,  86 
Sukhovskaya:  III,  18 
Suleya:  IV,  45. 
Summer:  I,  22. 

Sungari  River:  II,  95,  99,  109ff. 
Surgut:  IV,  54. 
Suslevo:  III,  42. 
Sviyagino:  II,  51. 
Sylva:  IV,  114. 
Sylva  River:  IV,  114. 
Syronstan:  IV,  41. 
Sysert  works:  IV,  128. 
Syzran:  IV,  35,  61. 
Ta-ba:  II,  129. 
Taiden:  II,  85. 
Taiga:  III,  17,  45. 
Taikyu:  II,  84. 

Tai-Ma-Kow  (Daimogon)  II,  32. 
Taishet:  III,  25. 
Taishin:  II,  84. 
Taldan:  II,  63. 
Taldy-Bulak:  IV,  52. 
Talitski:  III,  108. 
Talmenskaya:  III,  106. 
Tangshancheng:  II,  90. 
Tang-kang-tzu:  II,  75. 
Tankai:  II,  162. 
Tanks:  I,  56. 
Tao-la:  II,  128. 
Tao-la-h'u-tu-ke:  II,  127. 
Tao-Iai-chao:  II,  79. 


INDEX. 


Xlll 


Tapucha:  III,  llOf. 

T'apu-hai-Ia:  II,  126. 

Tarbagatai:  II,  151. 

Tasty  Adir:  IV,  151. 

Ta-shih-chiao:  II,  75. 

Ta-t'a-la:  II,  128. 

Tat&rskaya:  III,  66. 

Tatarski:  III,  119. 

Tataurovo;  It,  156. 

Tautino:  III,  39. 

Tavatui:  IV,  106. 

Tavtimarovo:  IV,  49. 

Teapots:  I,  47. 

Tebisskaya:  III,  65. 

Teishu:  II,  89. 

Telma:  III,  18. 

Temperature:  1, 18. 

Te-tu-he  zinc  mine:  I,  50. 

Tieh-ling:  II,  77. 

Timashevo:  IV,  54. 

Tinskaya:  III,  26. 

Tiptugary;  II,  65. 

Tobolsk,  map:  III,  84. 

Toguzak:  IV,  39. 

Tokushi:  IV,  15. 

Tolkai:  IV,  54. 

Tom  River,  bridge  across:  III,  48. 

Tomsk:  I,  15;  III,  17,  46f,  94. 

Tomsk  Railway.:  I,  55. 

Tomsk  Railroad:  III,  15,  16ff. 

Tomsk:  II  Station  III,  46. 

Tomskaya:  II,  99. 

Tomylovo:  IV,  .59. 

Topchikha:  III,  82. 

Topki:  III,  .51. 

Torin:  II,  89. 

Train  capacity:  I,  60. 

Trans-Baikal  Railroad:  II,  143, 144, 1621. 

Trans-Baikal  Plateau:  II,  118,  1.39ff,  159. 

Trans-Baikal  Railway:  I,  55-III.  23. 

Transport  animals:  I,  38-11. 

Transportation:  III,  68,  99f;  IV,  136f. 

Transportation  by  rail:  I,  29. 

Transportation  on  rivers:  I,  3411. 

Transj)ortation  by  road:  I,  29f. 

Trans-Siberian  Railway:  I,  9,  .5411. 


Trans-Siberian  Railway,  carrying  capa- 
city: I,  70£F. 
Troitsk:  IV,  38. 
Troitskoye:  II,  109. 
Troitskosavsk:  II,  131. 
Tsa-ling-ke-lo:  II,  127. 
Tsao-hao-ke-er:  II,  126. 
Tsaohokou:  II,  90. 
Tsitsihar:  II,  16,  III,  14,  36. 
T'u-Ch'ingtzu:  II,  126. 
Tuerin:  II,  128. 
Tugulym:  IV,  79. 
Tu-hu-mung:  II,  127. 
Tuimaza:  IV,  158. 
T'u-ku-eu:  II,  127. 
Tula  River:  II,  121. 
Tulumbasy:  IV,  90. 
Tallin:  III,  22. 
Tulun  coal  mines:  III,  22. 
Tundra:  I,  11. 
Tundush:  IV,  44. 
Tungvuangpu:  II,  90. 
Tunnels:  I,  58f.,  111.  27. 
Tmgenevka:  IV,  55. 
Tutalskaya:  III,  48,  95. 
.  Tyazhin:  III,  42. 
Tygda:  II,  63. 
Tyoplaya  gora  IV,  112. 
Tyret:  III,  21. 

Tyumen:  III,  87;  IV,  77f,  132. 
Ubinskaya:  III,  64. 
Uclium  Ozero:  III,  40. 
Uda  River,  bridge  over:  III,  23. 
Uda  River:  II,  152,  153. 
Ude:  II,  123,  125,  128. 
Udung:  II,  128. 

Ufa:  IV,  157,  158;  IV,  34;  I,  16;  IV,  49f. 
Ufalei:  IV,  126IT. 
Ugolnaj'a:  11,29. 
Uibat:  III,  40. 
Uius:  III,  40. 
Uk:  III,  24. 
Uktus:IV,  130. 
Ukuryci:  II,  66. 
U-Lan-nao:  II,  127. 
Ulmin:  II,  63. 
Ulu-Telyak:  IV,  48. 
Ulyatka:  II,  64. 


XIV 


IJNDEX. 


Unden:  11,  89. 

Upper  Tambovskoye:  II,  109. 

Ural  Fan:  I,  14. 

Urga:  111,  17;  II,  119,  120ff,  12911. 

Uril:  II,  58. 

Urlyutyupskaya:  III,  119. 

Urulga:  II,  70. 

Urusha:  II,  64. 

Urzhumka:  IV,  42. 

U-San:  II,  85. 

Ushumun:  II,  63. 

Usofskaya:  IV,  121. 

Uspenski:  IV,  148,  152. 

Ussuri:  II,  51. 

Ussuri  River:  II,  109,  175. 

Ussuri  Ry.:  I.  54;  III,  25;  III,  20:  1,  10, 

II,  174. 
Ust-Ilskaya:  II,  112. 
Ust-Inj-a:  III,  112f. 
Ust-Kamenogorsk:  I,  39;  III,  77. 
Ust-Kotav:  IV,47. 
Ust-Ordinskaya:  III,  101. 
Ust-Talmenskaya:  III,  77. 
Ust-Tiskos:  IV,  112. 
Usva:  IV,  119. 
Utyos:  IV,  119. 
Utk-Iron  Works:  IV,  89. 
Uzhar:  III,  40. 
Vagai:  IV,  76. 
Vagranskaya:  IV,  118. 
Vaiai:  II,  28. 
V'alezlmaya:  IV,  114. 
Varga-shi:  IV,  19. 
\'ereshchagino:  IV,  95. 
Verklmaya:  IV,  117. 
X'erkhne: 

Xeivinsk:  IV,  106. 

Udinsk:  I,  15;  II,  118,  141,  15311,  ISO. 

Uralsk:  IV,  39. 
Verkhni: 

Kyshtym:  IV,  125f. 

Salda:  IV,  115. 

Sysert  Works:  lY,  128. 
\'erkhoturye:  IV,  117. 
Vitim  Plateau:  II,  118. 
Vizhai:  IV,  113. 

Vladivostok:  I,  14;  II,  16ff;  III,  4,  5,  6, 
7.  8,  15,  28,  174. 


Vogulka:  IV,  90 
Volkovo:  IV,  160. 
Voloehayevka:  II,  56. 
Voznesenski:  11,  109. 
Vozzhaycvka:  II,  59. 
Vsesvyatskaya:  IV,  113. 
Vsevolodo-Vilva:  IV,  120. 
Vyatka:  I,  17,  98f. 
Vyatskoye:  II,  109. 
Vyazeniskaya:  II,  53. 
Vyazovaya:  IV,  45f. 
Vyerino:  II,  53. 
Vyya:  IV,  117. 
Wagons:  I,  40,  43. 
Wakwan:  11,84. 
Water  supply:  1,56. 
Wei-chen:  11,128. 
Western  Siberia:  IV,  llf. 
Wheeled  vehicles:  1, 40. 
Wind:  I,  21. 
Winter:  I,  21f. 
Winter  quarters:  1,171. 
Wu-chu-er:  II,  128. 
Wu-lan-hu-tuk:  II,  128. 
Wulungpet:  II,  90. 
Yablonovaya:  II,  150. 
Yakeshi:  11,  37. 

Yakushka:  IV,  159. 

Yalutorovsk:  IV,  76, 131. 

Yalutorovsk:  111,86. 

Yaochienhutum:  II,  91. 

Yao-Men:  11,79. 

Yeido:  11,85. 

Yaiva:  IV,  120. 

Yar:  IV,  97. 

Yasasbnaya:  IV,  116. 

Yegorshinskoye:  IV,  116. 

Yegorshino:  IV,  87. 

Yeitoho:  II,  86. 

Yekaterinburg:  IV,  88fi,  130, 132. 

Yekaterinbiug:  1, 17. 

Yekaterino-Nikolskaya:  11, 110. 

Yekaterinoslavka:  II,  58. 

Yekaterinskoye:  III,  107. 

YeUzavetinski:  III,  118. 

Yermale:  IV,  113. 

Yemanzhelinskoyo:  TV,  37. 

Yenisei:  III,  29. 


INDEX. 


Yenisei  River:  III,  29,  32fl. 

Yenisei  River,  Bridge  over:  III,  29(. 

Yergash:  IV,  91. 

Yerofei  Pavlovich:  II,  64. 

Yevgenyevka:  II,  51. 

Yevsino:  111,77. 

Yokusen:  II,  85. 

Yumatovo:  IV,  50. 

Yurga:  III,  48,  51. 

Yurga  (Kolchuginsk):  III,  51. 

Yiirgamysli:  IV,  21. 

Yurty:  III,  25. 

Yusen:  II,  84. 

Yushala:  IV,  79. 

Yutaza:  IV,  158. 

Zabitui:  III,  20. 

Zabitui  coal  mines:  III,  20. 

Zaglyadino:  IV,  53. 

Zai:  IV,  158. 

Zaigrayevo:  II,  152. 

Zalari:  III,  20. 


Zamzor:  III,  25. 
Za-ozyornaya:  III,  28. 
Zavitaya:  II,  58. 
Zavodo-ukovskaya:  IV,  76. 
Zeya  River:  II,  97,  99, 178. 
Zhelyezinsk:  III,  119. 
Zhilino:  III,  109. 
Zilovo:  II,  66. 
Zima:  III,  21. 
Zima  coal  mines:  III,  21. 
Ziminskaya:  III,  93. 
Zimmermanovka:  II,  109. 
Zlato-ust:  IV,  34,  42fif. 
Zmyeinogorsk:  III,  107. 
Zubarevo:  II,  70. 
Zulzacha:  II,  130. 
Zinko:  II,  87. 
Zuyevka:  IV,  97. 
Zvod  Iron  Works:  IV,  81. 
Zykovo:  III,  29. 
Zyryanka:  IV,  21. 


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ADDITIONS  AND  CORRECTIONS.  XVII 


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XVni  ADDITIONS  AND   CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XIX 


ZZ  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXI 


XXn  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXIII 


XXIV  ADDITIONS  AND  CORKECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXV 


XXVI  ADDITIONS  AND   CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXVH 


XXVin  ADDITIONS  AND   CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXIX 


XXX  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXXI 


XXXn  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXXTTT 


S7569 — 18 — PT  4 V 


XXXIV  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXXV 


XXXVI  ADDITIONS   AND   CORRECTIONS. 


ADDITIONS  AND   CORRECTIONS.  XXXVH 


XXXVIII  ADDITIONS  AND  CORRECTIONS. 


ADDITIONS  AND  CORRECTIONS.  XXXIX 


XL  ADDI'ilONS  AND  COBRECTIONS. 


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